Tactile based performance enhancement system

ABSTRACT

A system is disclosed for communicating tactile messages to a user, such as a racecar driver, yacht crewmember, or other athlete. The system can include a tactile vest having tactile activators for conveying tactile messages to the user, including real time messages for helping the user assess and improve physical performance. The messages may be generated based on various types of sensor data, including, for example, data collected by vehicle sensors of a racecar or yacht.

INCORPORATION BY REFERENCE TO ANY PRIORITY APPLICATIONS

Any and all applications for which a foreign or domestic priority claimis identified in the Application Data Sheet as filed with the presentapplication are incorporated by reference and made a part of thisspecification.

BACKGROUND

Racecar drivers and other athletes commonly rely on sensor data toevaluate and improve their performance. Typically, however, the relevantsensor data and reports are provided to the athlete only after theperformance is complete. For example, a racecar driver may, as part of atraining session, complete several laps on a track and then stop toreview a report that is based on collected sensor data.

BRIEF DESCRIPTION OF THE DRAWINGS

The features of the inventions disclosed herein are described below withreference to the drawings of the preferred embodiments. The illustratedembodiments are intended to illustrate, but not to limit the inventions.The drawings contain the following figures:

FIG. 1 illustrates an example embodiment of a tactile apparatusconnected to a vehicle.

FIG. 2 illustrates an example diagram showing the present performanceimprovement model utilized in motorsports.

FIG. 3 illustrates an example embodiment of a controller of a tactileapparatus.

FIG. 4 illustrates an example embodiment of a tactile apparatus as atactile vest.

FIG. 5 illustrates an example diagram showing a performance improvementmodel utilizing a tactile apparatus.

FIG. 6 depicts one embodiment of a process for providing post-eventfeedback to a driver via tactile signals.

FIG. 7 depicts one embodiment of a process for providing tactilemessages to a user.

DETAILED DESCRIPTION OF SPECIFIC EMBODIMENTS

While the present description sets forth specific details of variousembodiments, it will be appreciated that the description is illustrativeonly and should not be construed in any way as limiting. Additionally,although particular embodiments of the present inventions may bedisclosed or shown in the context of motorsports, such embodiments canbe used as for other sports or vehicles such as downhill skiing, boatracing, and/or trains, respectively. Further, various applications ofsuch embodiments and modifications thereto, which may occur to those whoare skilled in the art, are also encompassed by the general conceptsdescribed herein.

A gap in time between performing a human action and reviewing aperformance report based on that action can impede on the ability of theathlete to identify the particular actions (control inputs) and eventsthat improve or degrade performance. With the amount of data availabletoday, the complexity of transmitting critical information in a readilyperceived format is critical. A human's exteroceptive system includesnerves that respond to stimuli emanating from outside of the body viathe five basic senses: sight, hearing, taste, smell, and touch. Thesense of touch, including body awareness, is comprised of both tactileand kinesthetic sensory components and a motor subsystem. The tactilesense arises from activation of the cutaneous sensors. Tactile systemsinclude sensors located within the skin that capture sensations such aspressure and vibration, temperature, and pain at the skin's surface.

A system is disclosed for enabling racecar drivers (and in someembodiments, other types of athletes and/or drivers) to monitor andimprove their performance through tactile stimulation. In a preferredembodiment, the system includes a tactile apparatus, such as a tactilevest that is worn by the driver. The vest can include an array oftactile stimulation devices that can be electrically coupled to acontroller. The controller monitors various parameters of the vehicle'soperation (e.g., speed, engine RPM, wheel balance, vehicle locationrelative to turns), and uses this information to generate tactilemessages that are conveyed to the driver. The system can have a wiredand/or wireless transceiver to receive information from one or more datasources, such as a CAN bus of the vehicle, a global positioning system,and/or a computing device that is external to the vehicle.

Depending upon how the system is configured, the system may, via tactilestimulation signals or messages, convey a variety of different types ofinformation, including real time information, to the driver. Forexample, the system may signal to the driver when to shift or brake, ormay notify the driver whether a shifting or braking operation wasperformed too early or too late. The system can have a user interfacefor selecting when and what types of tactile messages are to bedelivered. The system may, for example, be used to provide real timefeedback and guidance to drivers during racing or training. The systemcan replace or supplement visual or auditory messages the driver mayreceive during racing or training.

In some embodiments, the system can prioritize messages for tactiledelivery to the driver based on message type. For example, a cue signalbased on a trigger event conveying to the driver to perform an actioncan be prioritized over a feedback signal conveying tactile informationregarding driver performance. Further, tactile messages received fromexternal sources can be delayed and prioritized to be delivered to thedriver after the system determines that there are no other tactilemessages (e.g., cue signals or feedback signals) to be delivered. Lowerpriority messages can be postponed and queued to be delivered to thedriver once higher priority or more time critical messages have beendelivered.

Another embodiment of the system enables yacht crewmembers to monitorand improve their performance through tactile stimulation. In someembodiments, the system collects data via sensors of the yacht, and usesthis information to generate messages that are transmitted wirelessly toone or more tactile vests or other tactile devices worn by one or moremembers of the yacht's crew. Depending upon how the system isconfigured, the system may, via tactile stimulation signals or messages,convey a variety of different types of information, including real timeinformation, to the crewmember(s). The system's controller monitorsvarious parameters of the yacht's operation or yacht information (e.g.,tiller/wheel position, sail trim, yacht lean, yacht direction, yachtspeed), and may also monitor various sailing conditions or sailinginformation (e.g., wind direction, wind strength, sea state, tide,course boundaries, reference points, crewmember location on the yacht).Based on this information, the system may, for example, convey to acrewmember, via a tactile messages, information or instructionsregarding adjustments of control inputs (e.g., tiller/wheel position,sail trim, yacht lean, crewmember location on the yacht) to beperformed.

The system may also use tactile messages to, for example, provide cuesrelated the order of tasks to be performed, warn of in an impendingevent, provide information related to the position of nearby yachts,provide information related to sailing conditions, and/or provideinstructions regarding crewmember positioning.

Other embodiments of the system and associated methods can be used inother sports to improve performance. For example, in Freestyle Moto X,the system can augment a driver's sense of location to help safely landduring a trick being performed. The system can communicate to the driverif enough vehicle speed is being attained to perform a particular trick.Similarly, the system can be used in non-motorized sports such asdownhill skiing. The system can, for example, provided real timefeedback on the effect of a maneuver on downhill speed.

Embodiments of the system can also be used in non-sport contexts. Forexample, in one embodiment, the system can provide tactile messagesconveying to a train engineer if the locomotive is traveling at a safespeed for an approaching corner. The tactile device can also act as areminder to sound the horn when the locomotive is approaching thecorner.

Motorsport Racing Applications

FIG. 1 illustrates an example embodiment of a system for enablingracecar drivers to monitor and improve their performance through tactilestimulation. The system with a tactile apparatus 101 can be connected toa CAN bus 102 of a vehicle. In some embodiments, the system can includea vest 114 that is worn by a driver. The vest 114 can include an arrayof tactile stimulation devices 116 that can be electrically coupled to acontroller 110. The controller 110 can be connected to the car's CAN bus102 and monitors various parameters of the vehicle's operation (e.g.,speed, RPMs, wheel balance, location relative to turns). The controller110 may also receive and analyze other sources of information, such, forexample, global positioning data, beacon data, predetermined messages,etc. The connection to the controller 110 can be wireless through awireless transceiver 112. Depending upon how the system is configured,the system may, via tactile stimulation signals or messages, convey avariety of different types of information, including real timeinformation, to the driver. For example, the system may signal to thedriver when to shift or brake, or may notify the driver whether ashifting or braking operation was performed too early or too late. Thesystem may, for example, be used to provide real time feedback andguidance to drivers during racing or training. The system can replace orsupplement visual or auditory messages the driver may receive duringracing or training.

Tactile Senses

In environments such as motorsport racing and other data intensivesports, human senses such as hearing, vision, and smell can beoverpowered and impaired. A racecar driver receives a plethora of visualand auditory signals while driving. For instance, while driving, thedriver visually keeps track of lap times, speed, engine revolutions perminute, engine settings, wing angle, gear selection, differentials,power steering, and other operational parameters of the car. Further,the driver is not only surrounded by the noise of the driver's own carand other cars, but the driver is also receiving auditory messages fromthe pit crew. Research has shown that while the driver may initially beaware of any visual and auditory cues available, after a period of time,the visual and auditory cues fade into the background and become nolonger consciously cognizable. Further, adding visual and auditorymessages has been shown to affect lap times. Thus, where visual andauditory information channels would only compete with data necessary foroptimal performance of maneuvering a racing vehicle, tactile sensationscan be valuable in providing an additional information channel. Atactile system not only allows for communication of information throughan alternative channel, but also does not interfere with existing visualor auditory messages. A tactile cue to the driver minimizes distractionsto the driver and enhances the time drivers spend with their eyes andattention focused on the road, instead of the control interface. Visionand hearing is already occupied by race situations and the basic demandsof a driving a racecar. Further, vision and hearing lack the sense of“feel” drivers often reference in fine tuning their responses to carmovement. Therefore, drivers will be more likely to receive and attendto tactile information as compared to additional visual or auditoryinformation. Since information received tactually should not competewith other visual and auditory signals for mental resources, its impacton mental workload can be minimal. Such information has the ability tobe easily integrated into a motorsport driver's task workload.

Research has shown the brain can decipher and quickly learn tactilecues. Because the brain can quickly develop and process patterns such asvariations in frequency, wavelength, and/or intensity, a driver canlearn to decode tactile messages. Harnessing this, a motorsport drivercan benefit from a communication language using tactile apparatuses,devices, system, and methods that can instruct, cue, guide, and/orprovide information to the driver. Numerous benefits that can beachieved in the arena of motorsports as well as other fields of sportswhere performance and timing enhanced perception are required. In someembodiments, one of the benefits can be a speeding up of the feedbackloop in real time improvements in the motorsport driver performance.Better and more sophisticated driver information can help make moreaccurate estimations of the response of racecars to certain driverinputs. In addition to better driver information, the volume of data adriver receives can be increased because tactile messages are not orminimally competing for brain bandwidth with any existing visual andauditory cues. Performance data becomes a sense of feel in real timerather than a post event analytical tool, eliminating or reducing adriver's need to use memory or visualization in interpreting the data.

Current Motorsport Learning Techniques

As with other sports, motorsports racing currently utilizestrial-and-error learning techniques. A driver will repeat a race coursemany times, analyzing any mistakes made after the fact. Over time,incremental improvements are made until the correct maneuvers becomeinnate. If the driver is talented, the after the fact learning techniquemay be effective. However, even for a talented driver, this process canoften be slow and limited. Only incremental improvement steps are madewith each trial and error. This is a slow and inaccurate learningprocess. Memory is an unreliable source of information and imaginingcomplex data on a screen as real life movement is difficult tocomprehend. Further, a driver may simply not be aware of the kinds ofinefficient maneuvers being made. This complex learning process is shownin FIG. 2.

FIG. 2 illustrates the process commonly used in motorsports for driversto improve their performance. At block 202, the driver is driving aracecar on a track. At block 204, driver uses physical body movements orcontrol inputs to maneuver and control the car around the track,particularly during cornering and momentum changes of the racecar suchas acceleration and braking. At block 206, car sensors registermovements of the car as induced by driver control inputs. At block 208,the sensor signals are sent to a plurality of electronic control units(ECU) that control various functions of the car such as tractioncontrol. The main ECU processor is the engine control unit or enginecontrol module (ECM) that controls the engine via various sensorsaccounting for driver control inputs such as depression of the brake orgas pedal. The data from the sensors, ECUs, and/or ECM can be sentaround the car's central system called a CAN bus at block 210 before,simultaneously, or after the signals are sent to the ECUs at block 208.The CAN bus is a vehicle communication protocol without a host computer.Connected to the CAN bus is a data logger that records, block 212, theinformation based on the car's movement received through the car sensorsand sent through the CAN bus. The car's movement information can includewheel speed as determined by tire rotation, wheel spin relative to otherwheels, wheel slip, revolution per minute of the engine, braking,acceleration, vehicle weight distribution, etc.

Since the origins of data logging in 1980s, the rate of logging and thenumber of channels logged have substantially risen. The rise in datalogging can create an overwhelming amount of information for a driver todigest and visualize. What has not changed is the way the data ispresented to the driver for analysis and self-correction. At block 214,the driver completes the practice run and stops the car. At block 216,the data is downloaded to a computer and presented to the driver invarious visual formats such as track recorded video, charts, and/ortables. At block 218 and 220, the driver engages his memory to imagineand visualize the events during the practice run. The driver is thusessentially required to relive the practice run entirely post event. Thedriver tries to remember the experience while at the same time imaginingthe specific car movements in question. The teams and its drivers setgoals, entry and exit speeds, entry and exit lines, entry and exitdecelerations and accelerations, action points, corner speeds, effectsof sectors (time gain or loss from reference points), grip use, poweruse, etc. The process requires piecing together many variables in a postevent analysis, which can be inaccurate and slow with performanceimprovements made in small, incremental steps. Further, areas forimprovement may be entirely missed as the driver fails to recallspecific events or does not connect his actions with what is reportedduring data analysis through the track recorded video, charts, and/ortables.

After deciding on potential areas of improvement based on the analysis,block 222, such as altering physical body movements and/or adjusting thecar, the driver enters the car again and repeats the practice run, block224. During the resumed practice run, block 226, the driver attempts toengage the memory of data and analysis of blocks 218 to 222 to changedriving tactics and/or body movements to alter the control inputs intothe car, block 228. The sensors register the new car movements of theracecar, block 230, and the data is logged by the data logger with thesame procedure of recording the car movements at blocks 232 to 236 asdescribed for blocks 208 to 212. The driver then repeats the processstarting at block 214 by stopping the racecar and repeating the analysisof blocks 216 to 222.

The process flow of FIG. 2 can take more than 20 minutes. This processis slow. Further, the improvement in performance is only incremental andnot necessarily optimized as it relies on many imperfect links such asthe driver's memory. An improvement to this process can be to providereal time feedback of the same information as the driver analyzes atblocks 216 to 222. Real time feedback can minimize or eliminate the needfor post event analysis.

Motorsports is a multi-billion dollar industry with teams spending alonebeing many billions of dollars. A gain of a fraction of a second inimproved performance through new technology can translate into millionsof dollars in revenue for a team. Some motorsport regulations do notallow for certain manipulations of car controls through the use ofsensors, such as the use of antilock braking system (ABS) ormanipulating ECUs in other ways to gain a competitive edge. Motorsportregulations may allow teams to manipulate the ECUs in only limited wayssuch as providing fuel information or traction control. However,motorsport regulations typically do not restrict the teams fromgathering, logging, and analyzing all the information available withexisting car sensors. Further, motorsport regulations typically do notrestrict the type of or amount of sensors available on a car. Thus,teams can add more sensors to the car if more information aboutperformance is desired.

The regulations allow for the driver to receive available sensorinformation, including receiving the information in real time. In fact,many types of real time information are already relayed to the driversuch as speed, sector times, RPM, flag signals, gear selection, andother messages such as auditory messages from the pit crew. Teams haveresearched how to increase the types of real time information deliveredto the driver. For instance, teams have attempted to deliver to thedriver optimum shift points by either visual cues, such as green,yellow, red flashes, or similarly indicative auditory cues. Thisresearch has shown that not only are the visual and auditory cuescompeting with other signals for the driver's mental bandwidth, thesignals can be filtered out by the driver during periods requiring handeye coordination. Yet, the extra information to optimize performance canbe vitally important to improve lap times, reduce testing costs, extendtire wear, and enhance pit stop procedures. Teams that can effectivelydeliver the needed performance information to all team members,including the driver, can increase performance leading to increased teamrevenues while reducing team long term costs. Delivering real timeinformation through tactile cues can reduce or eliminate the need for auser of a tactile apparatus to view or listen to the performanceinformation in a post event analysis.

Delivering Real Time Information

FIG. 1 illustrates an embodiment of a tactile apparatus 101, in which adriver-worn vest 114 is linked to a car's preexisting CAN bus 102 via acontroller 110. The CAN bus 102 is the car's central information systemthat links the car's electronic components such as an ECM (EngineControl Module) 104, ECUs (Electronic Control Units) 205, sensors 106,and a data logger 108. The ECM 104 can control engine functions such asfuel injection and rev control limits. The car sensors 106 can detectcar movements such as wheel spin while the ECUs 205 can control, withincertain limits, the wheel spin based on signals from the sensors 106 toprovide, for example, traction control. While a car may already havemany sensors 106, teams can add additional car sensors 106 as neededdepending on data that is desired to be collected. For example, a teammay add a sensor 106 to measure brake line pressure if a car does notalready have a sensor 106 monitoring this variable. The data logger 108can log data from the ECM 104, ECUs 205, and/or sensors 106 that istransmitted through the CAN bus 102.

As discussed for FIG. 2, the driver can later analyze his or herperformance by extracting the information from the data logger 108 andperforming the steps described for blocks 216 to 222. To avoid ormitigate the need to rely on the post event analysis discussed forblocks 216 to 222, the performance information (and/or associated cues,feedback messages, etc.) can be communicated to the driver in real timeusing a tactile apparatus 101. In an embodiment, the performanceinformation is communicated using a tactile apparatus 101 such as atactile vest 114. A tactile vest 114 can have a plurality of activators116 (e.g., tactile devices) that are arranged and controlled such thatdifferent types of messages can be conveyed to the driver throughdifferent stimulation sequences and patterns.

The controller 110 can receive sensor signals from the CAN bus 102through a wired transceiver 211 and/or a wireless transceiver 112 usingany appropriate signal interface(s) and protocol(s). Preferably, thecontroller acts as a passive node on the CAN bus, meaning that itmonitors signals on the CAN bus but does take any action that directlyaffects the vehicle's operation. The controller 110 can determine thetactile sequences to be delivered to the driver based on the datareceived from the CAN bus and based on various programmatic criteria. Insome cases, the controller 110 may also use other sources of information(other than the CAN bus) to select tactile stimulation to apply. Forexample, the controller 110 may include a GPS device that uses both GPSsignals and local beacons to accurately determine the car's real timelocation; in such embodiments, the controller 110 may use thisadditional source of information to, for example, selectshifting-related tactile signals to apply to the driver.

In embodiments in which a wireless transceiver 112 is provided, thecontroller 110 can also receive a tactile message to be communicated tothe driver through the wireless transceiver 112. For example, a teammember may send a known or predetermined tactile message to the driverinstead of communicating through a radio. The wireless transceiver 112can be part of the controller 110 or any other part of the systemdepicted in FIG. 1 such as being directly connected to the CAN bus 102.In some cases, the wireless transceiver 112 may be capable ofcommunicating with a device that is external to the vehicle; where thisis the case, another team member or another controller outside thesystem depicted in FIG. 1 can determine and send a tactile message tothe driver through the wireless transceiver 112.

The tactile vest 114 can communicate information to the driver via thetactile sense comprising a plurality of activators 116 for generatingand transmitting a tactile sequence or message. The activators 116 canprovide any suitable output that may be perceived by the exteroceptivesense, including the tactile sense such as awareness of stimulation tothe outer surface of the body from any external source. The tactilesense of the driver thus includes, but is not limited tomechanoreceptors, nocioreceptors, and thermoceptors. The tactilesequences discussed herein may be translated by the driver's ability tosense vibration, touch, stress, pressure, temperature, pain, etc. Theactivators 116 can include tactors, transducers, electromechanicalvibrating motors, piezo-buzzers, vibrotactile activators, pressureactivators, and/or other tactile devices. Although a vest 114 is shown,other embodiments can communicate the tactile message using othertactile apparatuses that can incorporate haptic activators 116 such as abelt, a headband, an arm or wristband, a forearm band, a thigh band,and/or other parts of the driver's body as long as the driver candiscern the tactile messages. In yet other embodiments, the hapticactivators 116 can be incorporated into the racecar itself such asattaching haptic activators to the steering wheel, steering wheelpaddles, brake pedal, accelerator pedal, driver seat, and/or otherracecar parts such that the driver is able to discern the tactilemessage.

In one embodiment, to deliver a tactile message, the haptic activators116 may vibrate at a varying frequency, wavelength, and/or intensity ina particular location on the driver's body. The activators 116 or can belined vertically or horizontally to, for instance, convey a gradient.For example, the brake line pressure can be conveyed to the driverdepending on how far up the driver's torso the activators 116 areactivated. For low brake line pressure, the activators 116 can vibratenear the abdomen. For high or increasing brake line pressure, theactivators 116 closer to the driver's chest can be activated, mimickinga gradient. As the brake line pressure decreases, the activators 116near the driver's chest can be deactivated. In other embodiments, atactile message can move vertically downwards a driver's body such as afirst activator being activated near the chest and as the tactilemessage changes or varies, a subsequent activator closer to the abdomenis activated.

In one embodiment, the activation of the haptic activators 116 is alinear level indicator or gradient, where the activators 116 near theabdomen remain activated as the activators 116 near the chest aresubsequently activated. In other embodiments, the activators 116 nearthe abdomen are sequentially deactivated as the activators 116 near thechest are activated. In yet other embodiments, the combination of linearlevel indication or gradient and sequential deactivation as well is usedto convey different types of tactile messages. In further embodiments,the gradient and/or sequential deactivation is conveyed horizontallyacross the driver's body such across the abdomen and/or across the chestfrom left to right and/or right to left. In yet further embodiments, thetactile message is communicated using a diagonal tactile message cuessuch as moving from the driver's left chest area to the right abdomenarea, right chest area to the left abdomen area, left abdomen area tothe right chest area, and/or right abdomen area to the left chest area.In some embodiments, other tactile pattern variations can includeactivating a specific set of activators 116 such as two, three, four,five, etc. activators 116 simultaneously or sequentially in a specificpattern such as a triangle, square, and/or polygon. The various types ofactivators and patterns discussed herein can also be applied to thedriver's back. In certain embodiments, any combination of patternsdiscussed herein as well as other variations can be utilized to delivera tactile message.

FIG. 3 is a block diagram showing elements of an exemplaryimplementation of a tactile apparatus 101 with a controller 110. Thecontroller 110 can be in the form of any suitable computing device orboard, and is typically a portable device that attaches to the vest 114.In the illustrated embodiment, the controller 110 has a processor 302and a computer readable memory 310 that stores program code 306. Theprogram code 306 implements the algorithms and program logic forperforming the various functions described herein, including theanalysis of vehicle-related information and the generation of tactilemessages to be applied via the vest. The controller 110 may becontrolled by a dedicated battery or by the vehicle's battery. Thecontroller 110 can be integrated inside the vest 114, or can be outsideof and connected to the tactile vest 114. The processor 302 can sendinformation to and receive information from the tactile vest 114. Theprocessor 302 can be connected to a vehicle 301 to receive signals froman ECM 104, ECUs 205, and/or sensors 106 within the vehicle 301. Incertain embodiments, the processor 302 can receive signals from thevehicle 301, but cannot send signals to the vehicle 301 or otherwisedirectly control the vehicle. The processor 302 is preferably amicroprocessor or microcontroller, but may alternatively be, forexample, an application-specific integrated circuit (ASIC), FPGA, orother device that includes application-specific circuitry. Although asingle processor 302 is shown, the controller 110 may include multipledistinct processors in some embodiments.

In one embodiment, the processor 302 can be connected to a GPS (globalpositioning system) receiver 308 to receive GPS information as describedherein. The processor 302 can send information to and receiveinformation from the GPS receiver 308. The processor 302 can beconnected to a user input device 310 to receive user input as describedherein. The processor 302 can send information to and receiveinformation from the user input device 310. The user input device caninclude, for example, a keypad and a display, or a touchscreen, forenabling the driver or driver team to view and adjust variousconfiguration settings. The controller 110 could additionally oralternatively support voice recognition, gesture recognition, and/orother types of user input. In embodiments where the user input device310 includes a software-based user interface, the user interface maydisplay status information of the tactile apparatus 101 based on theinformation sent to the user interface by the processor 302.

As illustrated, the processor 302 may be connected to a wirelesstransceiver 112. The wireless transceiver 112, if present, enables theprocessor 302 to communicate wirelessly with the vehicle 301, thetactile vest 114, and/or a pit crew computing device that is external tothe vehicle. The wireless transceiver 112 can also enable the processor302 to wirelessly communicate with the GPS receiver 308 and/or the userinput device 310. Although a single wireless transceiver 112 is shown,separate wireless transceivers may be provided for communication withdifferent systems or entities. The wireless communications, if any, withthe vehicle 301, vest 114, and/or different systems or entities mayeither replace or supplement wired communications. In certainembodiments, the GPS receiver 308, the user input device 310, and/orwireless transceiver 112 may be omitted as illustrated by the dashedarrows of FIG. 3.

FIG. 4 illustrates one embodiment of a tactile vest 114. The tactilevest 114 can have haptic activators 116 as illustrated in FIG. 1. Whilethe activators 116 in FIG. 4 are shown to be on one side of the tactilevest 114 for illustration purposes, the activators 116 can be on bothsides of the vest and can be located on one or both sides the backsideof the tactile vest 114. In one embodiment, the tactile vest 114 canhave a slip layer 404 that covers the activators 116 in order to preventsnagging of the activators 116 against other parts of the tactile vest114, other garments of a driver, and/or bare skin of the driver. Theslip layer 404 can be fire retardant. The activators 116 can beconnected to a haptic activator driver circuit 402. The controller 110as described herein can have and/or be connected to the haptic activatordriver circuit 402. The driver circuit 402 can have batteries to powerthe activators 116. In some embodiments, the driver circuit 402 can havea connection to an external power source to power the activators 116.

The tactile vest 114 can have a built-in cooling system. The coolingsystem can have cooling tubes 406. In one embodiment, the cooling systemis a self-contained cooling system that may utilize dry ice to help keepa driver cool in a racecar cockpit, which can be a hot environment asengine heat dissipates. While the cooling tubes 406 in FIG. 4 are shownto be on one side of the tactile vest 114 for illustration purposes, thecooling tubes 406 can be on both sides of the tactile vest 114 and canalso be located on the backside of the vest 114. In one embodiment, thetactile vest 114 is a S.A.F.E. Coolshirt vest with activators 116integrated into the S.A.F.E. Coolshirt vest.

In an embodiment, the controller 110 can be configured to receive inputinformation, which can include vehicle information, executioninformation, auxiliary information, and/or user information. Theclassification of the input information does not limit the functionalityof the described embodiments of the inventions herein. Rather theclassification of the input information is for discussion purposes. Thevehicle information, also referred to as signal sensor data or vehiclesensor information, can be based on signals from car sensors. Theexecution information can be based on signals from car sensors and/orsignals from auxiliary sensors such as a global positioning system. Theauxiliary information can be based on signals from auxiliary sensorssuch as pit crew information. Vehicle information can, for example,overlap with auxiliary information because, for instance, wheel speed asdetermined by tire rotation may match the speed of the vehicle asdetermined by movement of the vehicle itself. However, the wheel speedcan be different from the vehicle speed as determined by a globalpositioning system depending on the wheel slip relative to the surfaceof travel. Execution information can be the same as auxiliaryinformation such as for acceleration. Acceleration can be executioninformation as determined by the acceleration a driver achieves withreference to a maximum acceleration that could have been achieved basedon optimum balance of a vehicle weight on all four tires. Accelerationcan also be auxiliary information based on actual vehicle accelerationrelative to the surface of travel as determined by a global positioningsystem.

The vehicle information can include characteristics of vehicle operationsuch as power use, fuel consumption, wheel speed as determined by tirerotation, wheel spin relative to other wheels, wheel slip, revolutionsper minute of the engine, gear selection, accelerator pedal position,brake pedal position, brake pad position, brake line pressure, steeringangle, transitional input ramps, vehicle weight distribution, andvehicle momentum, which can be used by the controller to generatetactile messages as described herein. The execution information caninclude time gain or loss from reference laps, time gain or loss fromreference points, timing of gear selection, braking rate, acceleration,steering angle, entry and exit speeds, entry and exit lines, entry andexit decelerations and accelerations, and grip use, which can be used bythe controller to generate a tactile message as described herein. Theauxiliary information can include input from a global positioningsystem, vehicle location, vehicle speed, tire wear, acceleration,deceleration, radius for approaching corner, speed for approachingcorner, pit crew information, and reference points including forbraking, steering angle, acceleration, and approaching corners, whichcan be used by the controller to generate a tactile message as describedherein. Based on the received input information, the controller 110 cangenerate a tactile message in real time or near real time, at apredetermined time, and/or at particular time intervals, which may beidentical or different. In one embodiment, user(s) can query an inputdevice for real time or near real time information.

The user information can include information from a driver wearing atactile apparatus 101 and/or at least one other user able to communicatewith the tactile apparatus 101. In an embodiment, either a driverwearing a tactile apparatus 101 or another user not wearing the tactileapparatus 101 can configure the tactile apparatus 101 with, for example,an input device to generate or communicate a certain tactile message, orchoose from a list of tactile messages or profiles to determine the typeof tactile messages to be communicated. The another user not wearing thetactile apparatus 101 can choose from a list of available tactilemessages, using, for example, a pit crew computing device, tocommunicate a message to a driver to avoid, for instance, auditorycommunication that can lead to slower lap times. In embodiments in whichthe controller 110 includes a GPS receiver 308, the controller 110 cantake into consideration vehicle's current and past location indetermining whether and when to generate particular tactile signals. Insome cases, the GPS receiver 308 (or a separate wireless transceiver 112provided on the controller 110) may be configured to receivelocation-based signals transmitted by fixed beacons positioned along theracetrack. These signals may enable the controller 110 to moreaccurately determine the vehicle's position than standard GPS signals.

In an embodiment, choosing from a list of profiles can allow a driver tocustomize the types tactile messages generated. The profiles can includeoptions to receive only specific tactile messages, for example, such asreceiving tactile messages regarding optimum gearshift points andoptimum corner entry speeds, but not receiving tactile messagesregarding reference points for braking, acceleration, and steeringangle. Other profiles can include options to receive tactile messagesthat are more relevant depending on the driving conditions such a wet ordry conditions and/or practice run versus an actual race. In oneembodiment, the driver can change profiles in real time or near realtime, at a predetermined time, or at particular time intervals, whichmay be identical or different. Profiles can help improve performance by,for instance, providing an augmented feel of the car movements duringwet conditions when actual feedback of the car's movements is subdued orreduced due to slippery conditions. A wet condition profile can help adriver perform or repeat body controls more accurately and consistentlyas if driving during dry conditions. In some embodiments, the controllercan also be placed into a “learn” mode in which it observes the driver'sperformance over several laps and then determines (or recommends) thetypes of cues and other signals to be generated.

In one embodiment, the controller 110 can adaptively fine tune thetactile messages based on an automated assessment of the driver'sstrengths and/or weaknesses. For example, if the controller detects thatthe driver is consistently late at performing a particular action (e.g.,braking or shifting), the controller may start generating associatedtactile cues for performing this action, or may adjust the timing and/orintensity of such cues. Adaptive learning can emphasize certain aspectsof training or mitigate a driver's weaknesses during a race. Theprofiles discussed herein can also include profiles ranging from noviceto expert drivers, such as novice, intermediate, advanced, or expert. Inone embodiment, a novice profile can include most if not all tactilemessages described herein to be communicated to a driver. An expertprofile can include counterintuitive tactile messages or tactilemessages that help to counteract the particular weaknesses of a driver.An example of a counterintuitive tactile message can be approaching acorner on the racetrack at a slower speed in order to be able toaccelerate faster into the following straightaway due to, for instance,more equal weight distribution of a vehicle on all four tires.

Improving Performance

The communication of tactile messages as described herein allows for adriver to learn through conditioning rather than negative reinforcement.In an embodiment illustrated in FIG. 5, a learning cycle is quickerwith, for example, a cycle time of 20 milliseconds when compared to the10 to 20 minute learning cycle time discussed for FIG. 2. At block 502of FIG. 5, the driver is driving a racecar on a track. At block 504, thedriver uses physical body movements or control inputs to maneuver andcontrol the car around the track, particularly during cornering andmomentum changes of the racecar such as acceleration and braking. Atblock 506, the sensors register the movement of the car as induced bythe body controls. At block 508, the sensor signals are sent to theelectronic control units (ECU) or engine control module (ECM) to controlvarious functions of the car. The sensor, ECU, and/or ECM data is senton the CAN bus at block 510. At block 512, the controller uses the databeing sent on the CAN bus to determine and communicate a tactile messageto the driver at block 514. The driver receives the tactile message atblock 516 and may in real time change the body control input at block518 to improve performance. The driver can then immediately repeat thelearning cycle starting at block 502 without stopping the racecar andperforming the analysis and memory recollection steps described for theblocks 214-226 of FIG. 2.

By sending real time data, a driver can learn and self-correct moreaccurately and quickly. The driver can immediately respond to a tactilemessage and quickly learn the effects of changing particular bodymovements or control inputs on the response of the racecar. The humanperformance factor of motorsports is still preserved while providing ahypersensitive “feel” of the racecar. As a driver learns and improvesover time, the driver may need tactile cues on a less frequent basis.

FIG. 6 illustrates a process that may be implemented by the controller110 to generate tactile feedback signals to notify the driver whencertain actions were performed too early or too late. Like the otherprocesses described herein, this process may, for example, beimplemented in software or firmware executed by the controller'sprocessor 302. At block 602, the controller 110 detects adriver-initiated event, such as a shifting event, braking event, oracceleration event. At block 604, the controller 110 compares the timingof this event to the “optimum” timing calculated by the controller 110.This optimum timing may be calculated by the controller 110 prior to theevent (in which case it may optionally be the basis for a tactile cuesignal applied to the driver), or during or after the event. As shown inparenthesis at block 604 and subsequent blocks, the controller mayalternatively compare the vehicle's actual location to the calculatedoptimum location.

As discussed for blocks 606 and 608, if the event was late by more thana selected threshold time (or distance), the controller 110 generatesand outputs a “late” tactile stimulation pattern to notify the driverthat the action was performed too late. As discussed for blocks 610 and612, if the event was early by more than a selected threshold time (ordistance), the controller 110 generates and outputs an “early” tactilestimulation pattern to notify the driver that the action was performedtoo early. The controller 110 may vary the magnitudes (or otherparameters) of the “early” and “late” signals to convey to the driverthe degree to which the action was early or late. As one example, thecontroller 110 could output a single tactile pulse to represent “early,”and two successive tactile pulses to represent “late,” with themagnitudes of the pulses being directly proportional to the extent towhich the event was early or late. Although not shown in the drawing,the controller 110 could also output a positive feedback signal (e.g.,three successive tactile pulses) when the event is performed at theright time. The tactile feedback signals generated through the processof FIG. 6 are typically applied to the driver (e.g., via the vest 114)substantially immediately (e.g., within about 1 second, and moretypically within a half second) of the associated driver action.

The threshold or thresholds used for blocks 606 and 610 of FIG. 6 may beprogrammable by the driver or driver's team via a user interface of thecontroller 110. The controller's user interface may also enable thedriver or driver team to enable and disable various types of feedbacksignals.

FIG. 7 illustrates a process that may be implemented by the controller110 to generate tactile signals or messages based on occurrences ofcertain events. Like other processes, this process may, for example, beimplemented in software or firmware executed by the controller'sprocessor 302. At block 702, data is collected as described herein. Forexample, the data can be car sensor signal data, or equivalently vehiclesensor information, collected through the CAN bus. The data can includeGPS and/or beacon data. The data can also include external sources data,such as, for example, a message from another team member. At block 704,the controller 110 analyzes the collected data to determine appropriateaction at decision points 708, 712, and/or 716. At block 706, thecontroller 110 logs data collected and detected from the sensor signalscorresponding to events associated with vehicle information, executioninformation, and/or auxiliary information as described herein, such as,for example, braking, acceleration, shifting, wheel spin, etc.

At decision point 708, the controller 110 determines whether any cuetrigger conditions are met. Cue trigger events can include informationrelating to real time performance, such as, for example, timing ofbraking, accelerating, shifting, and cornering, wheel slip, speed, wheelangle, and/or other cue events as described herein.

When a cue trigger condition is met, the controller 110, at block 710,can generate a signal for the tactile apparatus 101 to output as atactile cue signal corresponding to the cue trigger event. The cuetrigger event can be logged in the memory 304 of the controller 110. Thecue trigger conditions can be determined based on current sensor signaldata, including what the driver is doing in real time, and loggedevents, at block 706. For example, when the controller 110, based oncurrent sensor signal data, determines that the driver should bebraking, but the driver has already braked based on logged event data,the controller 110 can proceed to decision point 712 and determinewhether to generate a post-event feedback signal as described hereinsuch as, for example, to let the driver know that the braking wasperformed too early. As another example, when the controller 110, basedon current sensor signal data, determines that the driver should beincreasing (or decreasing) acceleration, the controller 110 candetermine whether to increase (or decrease) the output of theacceleration tactile cue signal based on the previously generated andlogged intensity of acceleration tactile cue signal at block 710.Described differently, as the controller 110 generates and logs anacceleration tactile cue signal, the controller 110 then determines atdecision point 708 whether to increase (or decrease) the intensity ofthe acceleration tactile cue signal based on current sensor data and thelogged intensity of the previous or still continuous accelerationtactile cue.

After block 710, or when a cue trigger condition is not met at decisionpoint 708, the controller 110 can determine whether a post-eventfeedback condition is met at decision point 712. Post-event feedbackconditions can include post-event feedback as discussed herein and forFIG. 6. When a post-event feedback condition is met, the controller 110,at block 714, can generate a signal for the tactile apparatus 101 tooutput as a tactile feedback signal corresponding to the post-eventfeedback. The feedback event can be logged in the memory 304 of thecontroller 110. The controller 110 can use logged post-event feedbackand current sensor single data to determine, for example, whethergenerate a tactile post-event feedback signal if an event is continuallyoccurring. When the controller 110 determines that it has alreadygenerated post-event feedback based on current sensor data, thecontroller 110 can instead generate a tactile cue signal to changedriver behavior. Accordingly, the controller can use current sensorsignal data, logged tactile cue signal events at block 710, and/orlogged post-event feedback at block 714 to determine what type oftactile message to deliver. For example, based on a logged tactile cuesignal event at block 710, the controller 110 can switch the tactilemessage to be a post-event feedback signal after determination that thetactile cue signal has already been generated.

After block 714, or when a post-event feedback condition is not met atdecision point 712, the controller 110 can determine if a message froman external source has been received at decision point 716. Messages caninclude a tactile message sent by another member of the racing team andas described herein. When a message from an external source has beenreceived, the controller 110, at block 718, can generate a signal forthe tactile apparatus to output a tactile message signal correspondingto the external message. The external message event can be logged in thememory 304 of the controller 110. The controller 110 can use loggedexternal message events to determine when a repeated external message isbeing received within a predetermined timeframe and suppress therepeated external message to minimize distractions to the driver orprioritize the repeated tactile messages to be later generated again.After block 718, or when an external message has not been received asdetermined at decision point 712, the process is repeated indefinitely.

The process steps of FIG. 7 do not have to be performed sequentially.The process steps can be carried out in parallel with other steps. Theprocess steps can be carried out by multiple processors in parallel. Forexample, the controller 110 can be continuously collecting data at block702 while performing any of the process steps at blocks 704 to 718 suchas, for example, while generating any tactile messages at blocks 710,714, and/or 718. Similarly, the controller 110 can be continuouslyanalyzing collected data while performing any of the process steps atblocks 702 and 706 to 718. The controller 110 can be continuouslylogging detected events at block 706 while performing any of the processsteps at blocks 702 to 704 and 708 to 718.

Accordingly, the controller 110 can make determinations at decisionpoints 708, 712, and 716 at any step in the process described in FIG. 7.The controller 110 can prioritize some tactile messages over others tobe generated and delivered to the driver at blocks 710, 714, and 718based on message type. For example, a tactile cue condition for braking,acceleration, shifting, wheel spin, etc. may be more time critical tothe driver than a post-event feedback condition regarding theperformance of the tactile cue conditions braking, acceleration,shifting, wheel spin, etc. Thus, the controller 110 can prioritize cuetrigger messaging to take place before any post-event feedback messagingwhen both types of tactile messages are present. (Lower-prioritymessages that are postponed in this manner can be queued or buffered bythe controller, and can be outputted to the driver once no higherpriority messages are pending.) Similarly, an external message may beless time critical to the driver than a tactile cue condition and/orpost-event feedback condition. The controller 110 can prioritize anexternal message to be delivered after generating and outputting anytactile cue signals and/or post-event feedback signals. Some postponedmessages may become unimportant or irrelevant as a result of the delay,in which case they may be deleted from the queue without being outputtedto the driver. In some embodiments, the controller may be capable ofoutputting two or more concurrent or overlapping tactile messages to thedriver, in which case message postponement may be unnecessary. Thus, thecontroller can use the log of events corresponding to driver action andthe log of tactile signal events to determine what type of tactilemessage to deliver and the priority of the tactile message.

The tactile messages can be prioritized differently. For example, thedriver may desire to the first try a racecar maneuver and then receive atactile post-event feedback message at block 714 based on theperformance. The controller 110 can prioritize post-event feedbackmessages at block 714 over tactile cue messages at block 710 and/orexternal messages at block 718. The controller 110 can use the loggedevent data for logged cue signal, post-event feedback signals, and/orexternal message signals to determine when to deliver the next tactilemessage. For example, after determining based on logged event data thata post-event feedback message has been generated at block 714, thecontroller can generate an external message tactile signal at block 718.The controller 110 can suppress tactile cue messages at 710 altogetherwhen the driver desires to receive only post-event feedback at block 714when trying a racecar maneuver. Accordingly, some process stepsdescribed in FIG. 7 can be omitted. For example, the driver may desirenot to receive any external messages at block 716, and the controller110 can prevent the output of any external messages at block 718.

The following are examples of the types of information that can beconveyed to the driver in some embodiments of the system, and of theassociated performance improvements that can be achieved. As will beapparent, only a subset of these features may be implemented in someembodiments, and numerous additional types of information can beconveyed beyond those described below.

Wheel Slip/Grip and Related Information Messaging

The vehicle information monitored by the controller 110 can include themeasurement of the relationship between the front and rear wheel speeds,which the controller 110 can use to generate a tactile message. Thetactile message can create a sense of feel for the relative wheel speedsbased on a driver's control input when attempting to maximizeacceleration of a car through optimum wheel slip. Control inputs of thedriver can include adjusting the relationship between clutch andaccelerator positions manually with a real time augmented sense of theeffect on the wheel speeds. For example, drivers may feel a gradient cuewith varying intensity on their abdomen and/or chest relating to thefront wheel speeds. In addition, the drivers may feel a verticalgradient with varying intensity on their back relating to the back wheelspeeds. Based on a tactile comparison of the two or more verticalgradient cues relating to the front and back wheel speeds, drivers canoptimize wheel slip based on the relative front and back wheel speedsfor better acceleration.

Drivers can receive a gradient cue with varying intensity on their rightand left torso (abdomen, chest, and/or back) with, for example, theright relating to the front wheel speeds and the left relating to therear wheel speeds. Based on a tactile comparison of the two or moregradient cues with varying intensity relating to the front and backwheel speeds, drivers can optimize wheel slip based on the relativefront and back wheel speeds for better acceleration. In otherembodiments, a tactile message can be a square pattern, with the fourcorners of the square relating to a particular wheel speed that iscommunicated through varying intensity or frequency of the vibration.

In certain embodiments, drivers will not receive a tactile message untilthe relative speed between the front and back wheels is such that wheelslip is optimum or alternatively, not optimum. A tactile message can,for example, consist of a particular one or a combination (such as asquare pattern) of activators 116 vibrating when optimum wheel slip ispresent or not present. Thus, drivers can be notified when maximumacceleration can be achieved or not achieved. Not receiving a tactilemessage until the point in time of maximum acceleration (or lackthereof) can increase the ability to communicate other tactile messagesthat may be more relevant during certain driving situations.

The vehicle information monitored by the controller 110 can includewheel slip relative to the surface of travel. A car can have an optimumwheel slip point during braking and/or deceleration such that the wheelsrotating slower than the surface they are travelling over maximizes thedeceleration of the car. Similarly, a car can have an optimum wheel slippoint during acceleration such that the wheels rotating faster than thesurface they are traveling over maximize the acceleration of the car.Further, a car can have an optimum wheel slip or grip point in corneringsituations such that wheels slip slightly at the corner to maximize gripand cornering ability. A tactile message can communicate to the driveran optimum wheel slip or grip being achieved in real time and the drivercan immediately adjust the car's controls accordingly. For example,drivers can receive a gradient cue with varying intensity on their torso(abdomen, chest, and/or back) relating to the wheel slip relative to thesurface of travel. The wheel slip for each individual wheel can becommunicated through a tactile message to different parts of the torsoas described for front and back wheel speeds, such as front, back, left,and/or right parts of the torso relating to a slip of a particular wheelof a vehicle. The gradient level and/or intensity of the tactile messagecan increase as a particular wheel slips more relative to the surface oftravel.

Based on a tactile cue indicating the wheel slip, drivers can adjustcontrol inputs to optimize the wheel slip for more grip of the tireduring deceleration, acceleration, and/or cornering. In otherembodiments, a tactile message can be a square pattern, with the fourcorners of the square relating to a particular wheel slip that iscommunicated through varying intensity or frequency of the vibration.

In certain embodiments, drivers will not receive a tactile message untilthe relative speed between the front and back wheels is such that wheelslip is optimum or alternatively, not optimum. A tactile message can,for example, consist of a particular one or a particular combination(such as a square pattern with corners relating to particular tires) ofactivators 116 vibrating when optimum wheel slip is present or is notpresent. Thus, drivers can be notified when maximum deceleration,acceleration, and/or cornering can be achieved or not achieved. Notreceiving a tactile message until the point in time of maximumdeceleration, acceleration, and/or cornering (or lack thereof) canincrease the ability to communicate other tactile messages that may bemore relevant during certain driving situations.

The vehicle information monitored by the controller 110 can includebrake line pressure to further maximize deceleration through theachievement of optimum wheel slip. Brake line pressure achieved throughthe effort applied to the brake pedal can be the primary means ofdecelerating a vehicle. An optimum brake line pressure can be at a pointright up to which a wheel lock up would be likely. Brake line pressureachieving the point right before wheel lock up can help optimize wheelslip during deceleration as described herein. A tactile message cancommunicate to the driver the optimum possible brake line pressure andreal time feedback about how quickly it is achieved. Furthermore, thebrake line pressure can waver under braking when, for instance, “heel totoe” braking can be required to match engine RPM while downshiftinggears as described herein. The changing brake line pressure can becommunicated to the driver in real time with, for example, a gradientcue with varying intensity on a driver's torso (abdomen, chest, and/orback). The changing brake line pressure can replace or supplement thewheel slip tactile messages for each individual wheel described herein.

Based on a tactile cue indicating brake line pressure, drivers canadjust control inputs to optimize the brake line pressure for more gripof the tire during deceleration and/or cornering. In certainembodiments, drivers will not receive a tactile message until the brakeline pressure is optimum or alternatively, not optimum. When the tactilemessages are communicating optimum brake line conditions, drivers canmaintain the current optimum brake line achieved. Not receiving atactile message until the point in time of optimum brake line pressure(or lack thereof) can increase the ability to communicate other tactilemessages that may be more relevant during certain driving situations.

The vehicle information monitored by the controller 110 can includetransitional input ramps. To maximize grip of the vehicle tires on thetrack, a driver can make relatively small transitional inputs into thesteering, acceleration, and/or braking controls. The transitional inputsto the controls can result in “ramps” between zero and 100% ofutilization of the available tire grip. The ramps resulting from thecontrol inputs can mitigate jolts from the vehicle changing direction. Atactile message can communicate to the driver the ramps between zero and100% and augment any resulting jolts of the car. The amplification ofjolts can aid the driver in correcting control inputs for a smoothertransition from zero to 100% utilization of available tire grip under,for instance, braking and/or cornering. Better utilization of theavailable tire grip can result in better direction changes and reducedcornering times. For example, drivers can receive a gradient cue withvarying intensity on their torso (abdomen, chest, and/or back) relatingto the ramps between zero and 100%. The ramps tactile messages canreplace or supplement the wheel slip tactile messages for eachindividual wheel described herein. In certain embodiments, a tactilemessage can be a square pattern, with the four corners of the squarerelating to a particular ramp for each wheel that is communicatedthrough varying intensity or frequency of the vibration.

In certain embodiments, drivers will not receive a tactile message untilthe ramps are no longer smooth and/or results in jolts of the car. Atactile message can, for example, consist of a particular one or aparticular combination (such as a square pattern with corners relatingto particular tires) of activators 116 vibrating when optimum wheel gripis lost based on the ramp input, resulting in jolts of the car. Thus,drivers can be provided feedback on their ramp inputs to help conditionoptimum use of the tire grip. Not receiving a tactile message until thepoint in time of unsmooth ramps and/or resulting jolts of the car canincrease the ability to communicate other tactile messages that may bemore relevant during certain driving situations.

The auxiliary information monitored by the controller 110 can includetire wear. A driver should balance short term performance of the tireagainst long term benefits of prolonging tire life to match a racestrategy. The race strategy can include plan to minimize pit stops byprolonging tire life. Certain driving techniques can sacrifice immediatespeed in order to prolong tire life, which can lead to time saved overan entire race when any time lost due to slower speeds is less than thetime that would have been lost with extra pit stops to change tires.Thus, the optimum wheel slip and grip points described herein can bebalanced with tire life to achieve an overall better race result, notjust an immediate improvement of acceleration, deceleration, and/orcornering. A tactile message can communicate to the driver re-affirmingcues based on certain driving techniques by, for instance, placing apredictive value on the remaining tire life. For example, drivers canreceive a gradient cue with varying intensity on their torso (abdomen,chest, and/or back) relating to the remaining tire life. The gradientcan increase, decrease, or change in intensity as the remaining tirelife changes throughout racing or training. The tire life tactilemessage can either be a constant tactile cue, or communicated at certaintime intervals or reference points during racing or training. The tirelife for each individual wheel can be communicated through a gradientcue with varying intensity to different parts of the torso as describedfor front and back wheel speeds, such as front, back, left, and/or rightparts of the torso. The tactile message can be a square pattern, withthe four corners of the square relating to a particular tire life thatis communicated through varying intensity or frequency of the vibration.

Based on a tactile cue indicating the tire life, drivers can adjustcontrol inputs to optimize the wheel slip for more grip of the tireduring deceleration, acceleration, and/or cornering to prolong the tirelife if such a race strategy is desired. Conversely, a tactile messagetoward the end of racing or training indicating that more tire liferemains than anticipated, the driver may drive more aggressively towardthe latter part of the race or training session.

In certain embodiments, drivers will not receive a tactile message untilthe tire life is below a predetermined threshold, communicating to thedriver an approximate run time before a pit stop is required. Further,drivers can receive a tactile message providing feedback when the drivermaneuvers the car to decrease tire life beyond a predetermined thresholdfor a completed lap, a particular segment of the racetrack, and/or aparticular maneuver such as at a particular corner. Not receiving atactile message until the point in time of deviation of the remainingtire life from a predetermined tire life can increase the ability tocommunicate other tactile messages that may be more relevant duringcertain driving situations.

The vehicle information monitored by the controller 110 can include fuelconsumption, which along with tire life information, can be utilized tomatch a race strategy. A driver should balance short term carperformance that possibly consumes more fuel against long term benefitsof decreasing fuel consumption to match a race strategy of, for example,minimizing pit stops. Even small changes in steering angle and throttleposition can affect the fuel consumption. Steering angle and throttleposition can replace or supplement wheel slip/grip and/or transitionalinput ramps information described herein to determine immediate or longterm fuel consumption. A tactile message can communicate to a driverwhen deteriorating fuel consumption control inputs are detected and helpreinforce more fuel efficient control inputs. For example, drivers canreceive a gradient cue with varying intensity on their torso (abdomen,chest, and/or back) relating to the remaining fuel. The gradient canincrease, decrease, or change in intensity as the remaining fuel changesthroughout racing or training. The remaining fuel tactile message caneither be a constant tactile cue, or communicated at certain timeintervals or reference points during racing or training.

A tactile message can communicate feedback to the driver when thesteering angle and throttle position is not optimum, resulting inexcessive fuel consumption. Based on the tactile cue indicating fuelconsumption in real time, such as an increasing gradient level as fuelconsumption increases during a maneuver, drivers can adjust controlinputs to optimize the steering angle, throttle position, wheelslip/grip, and/or transitional input ramps to decrease fuel consumptionif such a race strategy is desired. Conversely, a tactile message towardthe end of racing or training indicating that more fuel remains thananticipated, the driver may drive more aggressively toward the latterpart of the race or training session.

In certain embodiments, drivers will not receive a tactile message untilthe fuel is below a predetermined threshold, communicating to the driveran approximate run time before a pit stop is required. Further, driverscan receive a tactile message providing feedback when the drivermaneuvers the car to increase fuel consumption beyond a predeterminedthreshold for a completed lap, a particular segment of the racetrack,and/or a particular maneuver such as at a particular corner. Notreceiving a tactile message until the point in time of deviation of theremaining fuel from a predetermined fuel life can increase the abilityto communicate other tactile messages that may be more relevant duringcertain driving situations. In other embodiments, a tactile apparatus101 directed to minimizing fuel consumption as described herein can beutilized in everyday commuter transportation or other professionaldriving fields, such as cargo transportation with large trucks.

Gearshift Messaging

The monitored vehicle information monitored by the controller 110 caninclude the engine revolutions per minute (RPM). To utilize allavailable engine power for maximum acceleration, a driver can manuallyshift gears at the latest point. If the driver selects a gear too late,the rev limit engages, which limits the RPMs of the engine. With the revlimit engaged, acceleration is reduced. If the driver selects a gear tooearly, acceleration is also compromised by less than optimum use ofavailable engine torque. A tactile message about the optimum gearshiftpoints can replace or supplement the visual or auditory cues a drivernormally uses for gear shifting. The tactile message can, for instance,utilize a tactile cue conveying a gradient sense up and down thedriver's body as described herein. For example, drivers may feel agradient cue with varying intensity on their torso (abdomen, chest,and/or back). Once the gradient reaches a predetermined level and/orintensity, the drivers are notified of the optimum gearshift point. Incertain embodiments, drivers will not receive a tactile message untilthe optimum gearshift point is present. Not receiving a tactile messageuntil the point in time of an optimum gearshift can increase the abilityto communicate other tactile messages that may be more relevant duringcertain driving situations.

A tactile message can communicate feedback to drivers on whether anoptimum gearshift point was executed. For example, the tactile messagemay communicate a gradient cue with varying intensity on their torso(abdomen, chest, and/or back) with the gradient level being higher ormore intense as a driver performs a gearshift farther away from anoptimum gearshift point. Thus, achievement of an optimum gearshift pointmay be a single activator 116 vibrating after the gearshift, confirmingthe achievement of the optimum gearshift point to the driver.

Optimum gearshift points can also be utilized during deceleration.Maximizing the engine RPMs while downshifting gears in brakingsituations can help decelerate a car. The selected gear should match thewheel speed of the car with the optimum engine RPM to help avoidcompression lock up and engine damage through excessive engine RPM thatcan be generated by an imposed high wheel speed. A tactile message cancommunicate to the driver an optimum relationship between the wheelspeed, engine RPM, and gear to be selected. For example, drivers mayfeel a gradient cue with varying intensity on their abdomen and/or chestrelating to the wheel speeds. In addition, the drivers may feel avertical gradient with varying intensity on their back relating to thecurrent RPMs. At another place on their torso, the drivers can benotified of an optimum engine RPM based on a gradient cue with varyingintensity along with what gear will achieve the optimum engine RPMrelative to the present wheel speed(s). The choice of gear can becommunicated through a sequential vibration of the activators 116 in alinear fashion along the torso, with the first activator 116 indicatingthe first gear, the second activator 116 indicating the second gear,etc.

Based on a tactile comparison of the two or more gradient cues withvarying intensity relating to the RPMs and the wheel speed(s), driverscan optimize deceleration by matching wheel speeds with optimum RPMthrough a selection of a tactilely indicated optimum gear. In certainembodiments, drivers will not receive a tactile message until therelative wheel speed(s) matches an optimum engine RPM that would beachieved based on a next gearshift down (e.g., from fourth to thirdgear). A tactile message can, for example, consist of a particular oneor a particular combination (such as a square pattern) of activators 116vibrating when optimum RPMs relative to the wheel speed(s) is present.Thus, drivers can be notified when maximum deceleration can be achieved.Not receiving a tactile message until the point in time of maximumdeceleration or optimum match of wheel speeds to RPM can increase theability to communicate other tactile messages that may be more relevantduring certain driving situations.

The controller 110 can monitor actual RPM and rate of RPM change toprovide a tactile message that indicates rate of approach to a gearshift point as well as the gear shift point itself. The controller 110can monitor wheel speed from all four wheels to identify wheel spin andprovide a tactile message that assists with power management (e.g.,braking, deceleration, acceleration, etc.) during starts and exits fromturns and/or corners.

Reference Points Messaging

The auxiliary information can include reference points on a racetrackincluding for braking (deceleration), steering angle, acceleration,wheel slip/grip, tire life, and/or fuel consumption, and vehiclelocation, which can be based on input from a global positioning system.A driver can learn a racetrack and can look for visual markers on where,for instance, a latest or optimum braking point is on the racetrack. Atactile message can communicate the same visual cues more precisely asreference points based on vehicle location. A tactile system can beconfigured based on an input of known GPS coordinates of optimumreference points. In other embodiments, the tactile system may supportthe ability for a driver to inform the system of particular locations tobe used for generating certain types of cues. The system can be placedinto a configuration mode in which the driver circles the track andmarks specific locations (such as by pressing a button on the vest). Thecontroller 110 can log the coordinates (GPS and/or field sensor/beaconbased) to be used for generating reference point tactile messages asdescribed herein. The coordinates can be adjusted as needed if, forinstance, the driver may have been mistimed entering an optimumreference point. Further, the tactile system can shift those referencepoints based on a desired race or training strategy as described hereinsuch as prolonging or decreasing tire life and/or fuel consumption. Theshift in race strategy can occur in real time during racing or trainingsuch as when the tactile system determines that more tire life and fuelremains than needed at a particular reference point.

In some embodiments, a tactile message can communicate progressiveinformation to help the driver anticipate an approaching referencepoint. A tactile message can also communicate to the driver an optimumpoint to release the brake and/or release the gas pedal. For example,drivers can receive a gradient cue with varying intensity on their torso(abdomen, chest, and/or back) relating to an approaching referencepoint. The gradient can increase, decrease, or change in intensity asthe reference point approaches or passes based on vehicle location.

A tactile message can communicate feedback to the driver whether theoptimum braking (deceleration), steering angle, acceleration, wheelslip/grip, tire life, and/or fuel consumption at a particular referencepoint was achieved. For instance, particular set of activators 116 maybe activated in a linear fashion to indicate by how many fractions of asecond or whole seconds that driver missed the reference point to makethe optimum control input.

When the auxiliary information can include reference points on aracetrack for a steering angle, a driver can learn a racetrack and canlook for visual markers on where, for instance, to take a particularsteering angle into a corner. A tactile message can communicate the samevisual cues on when to take a steering angle more precisely as referencepoints based on vehicle location. A tactile message can also communicateif the driver is under steering or over steering at a particularreference point. A tactile message communicating reference points for asteering angle and/or over or under steering can help optimize corneringabilities and save time. For example, drivers can receive a gradient cuewith varying intensity on their torso (abdomen, chest, and/or back)relating to an approaching reference point and an optimum steeringangle. The gradient can increase, decrease, or change in intensity asthe reference point approaches or passes based on vehicle location.Further, a different tactile gradient cue can increase, decrease, orchange in intensity as the driver turns the steering wheel in aparticular direction communicating any deviation from an optimumsteering angle.

A tactile message can communicate feedback to the driver whether theoptimum steering angle at a particular reference point was achieved. Forinstance, particular set of activators 116 may activate in a linearfashion to indicate by how many degrees the driver missed the desiredsteering angle.

When the auxiliary information can include reference points on aracetrack for acceleration, a driver can learn a racetrack and can lookfor visual markers on where, for instance, an earliest or optimumacceleration point is on the racetrack. A tactile message cancommunicate the same visual cues for acceleration more precisely asreference points based on vehicle location. In some embodiments, atactile message can communicate progressive information to help thedriver anticipate an approaching reference point for acceleration. Atactile message can also communicate to the driver an optimum point tostop accelerating. For example, a tactile gradient cue can increase,decrease, or change in intensity as the driver changes or maintains acertain acceleration at a particular reference point, communicating anydeviation from optimum acceleration.

A tactile message can communicate feedback to the driver whether theoptimum acceleration at a particular reference point was achieved. Forinstance, particular set of activators 116 may activate in a linearfashion to indicate by how much the actual speed of the car is differentfrom an optimum speed that could have been achieved based on an optimumacceleration from a particular reference point. The tactile messagecommunicates to the driver whether acceleration was too high or too lowfrom the particular reference point.

The auxiliary information can include reference points on a racetrack tonotify a driver of an approaching corner. A tactile message cancommunicate a reference points for approaching corners by surveying acourse before a race event and configuring the tactile system asdescribed herein. Notifying the driver of an approaching corner can beuseful for blind corners, long stage races such as a Road Rally racewhere a driver's memory is inaccurate, and/or nighttime racing wherevisibility can be poor. For example, drivers can receive a gradient cuewith varying intensity on their torso (abdomen, chest, and/or back)relating to an approaching corner. The gradient can increase, decrease,or change in intensity as the car nears the approaching corner. Anothergradient cue with varying intensity on the torso can communicate theangle of the approaching corner by increasing the gradient cue in lengthor intensity. In certain embodiments, the tactile system can combineapproaching corners information with reference point information forbraking (deceleration), steering angle, acceleration, wheel slip/grip,tire life, fuel consumption, and/or weight distribution to improve andoptimize performance.

The execution information can include time gain or loss from referencelaps and/or from reference points. Data available in a data loggerand/or input available from a global positioning system can be utilizedto log a reference lap or sector time. Sectors can be reference markersplaced along a racetrack, splitting the racetrack into predeterminedsegments. A tactile message can communicate to a driver time gain orloss from reference laps and/or from reference points in real time. Thetactile message can allow a driver to know in real time how aself-correction or a new technique affects a lap or sector time. Eitherwith or without GPS input, the controller 110 can monitor distancetraveled from a reference point and/or start line to determine theposition of the car to, for example, compare a reference lap to a newlap. For example, drivers can receive a gradient cue with varyingintensity on their torso (abdomen, chest, and/or back) relating to areference time at a particular reference point. A particular set ofactivators 116 may be activated in a linear fashion to indicate by howmany fractions of a second, whole seconds, and/or minutes that driver isahead or behind on time at a reference point.

Messaging Regarding Relative Positions of Nearby Cars

A racecar can include sensors that can sense the relative position andchange in position (trajectory) of a nearby racecar on the track.Sensors can be located on the front, back, or sides of the racecar. Insome embodiments, the controller 110 can determine the position andchange in position of a nearby racecar(s) based on data received fromGPS and/or beacons configured to track movements of the racecars.

The controller 110 can be configured to receive the sensor signal datacorresponding to the position and/or change in position of a nearbyracecar and to convey this message to the driver via one or more tactilemessages. For example, when a racecar is nearby, a particular tactor inthe tactile apparatus 101 can activate. When the nearby racecar changesposition relative to the driver's racecar, the tactile signal mayincrease in intensity as the nearby racecar approaches or may decreasein intensity as the nearby racecar moves away.

For example, the driver may feel a gradient cue with varying intensityon their abdomen and/or chest relating to nearby racecars in front ofthe driver's racecar. The driver may feel a vertical gradient withvarying intensity on their back relating to the nearby racecars in backof the driver's racecar. Similar principles can be applied regardingnearby racecars on the sides of the driver's racecar. The controller 110may additionally or alternatively detect that a nearby racecar isattempting to pass and may immediately convey this information to thedriver.

The controller 110 can alter performance-related tactile messages asdescribed herein based on the position of a nearby racecar. For example,when the nearby racecar is in front of the driver's racecar, thecontroller 110 can alter the tactile cue message regarding optimumacceleration such as decreasing the rate of acceleration. As anotherexample, the controller 110 can determine the optimum steering angle andacceleration to maximize the possibility of passing the nearby racecar.Similarly, the controller 110 can determine how to alter optimumbraking, timing of gear selection, entry and exit speeds, and/or entryand exit lines tactile messages based on the position and change inposition of the nearby racecar. The altered tactile messages can, forexample, help avoid an accident if the unmodified queued tactile messagewas communicating a trajectory that would have caused the driver tocollide with the nearby car.

The controller 110 can alter the post-event feedback messages based onposition and change in position of a nearby racecar. For example, thecontroller 110 can generate a post-event feedback message indicatingwhether the driver took proper action to pass the nearby racecar.

Other Racecar Tactile Messaging and Uses

The vehicle information monitored by the controller 110 can include aweight distribution across four tires of the car. Acceleration can beoptimized when the weight distribution of a vehicle is more equal acrossfour wheels of the vehicle. A tactile message can communicate to thedriver an augmented sense of the weight distribution of the vehicleacross the four wheels to replace or supplement a sense of weightdistribution the driver may already have based on a roll of the vehicle.Communication of the weight distribution of the vehicle can help correctany driver tendency to not value the weight distribution in vehicleperformance. For example, drivers can receive a varying intensitytactile cue on their torso in the shape of a square with each cornercorrelating to the weight distributed on a particular wheel. Theintensity can increase, decrease, or change as weight placed on eachwheel changes. Weight distribution can also be communicated with agradient cue with varying intensity on the torso (abdomen, chest, and/orback) relating to the weight placed on each wheel. There can be fourgradient cues correlating to each wheel of the car that increase,decrease, or change in intensity as the weight placed on each wheelchanges.

The weight distribution tactile message can either be a constant tactilecue, communicated at certain time intervals or reference points duringracing or training, and/or communicated when the weight distribution ona particular wheel exceeds a predetermined amount. Not receiving atactile message until the point in time of deviation of the weightdistribution from a predetermined weight distribution can increase theability to communicate other tactile messages that may be more relevantduring certain driving situations. In another embodiment, the tactilemessage communicating the weight distribution as described herein can bereproduced on a training simulator to replace or supplement throwing thedriver around to mimic steering into a corner.

The controller 110 can utilize a control theory concept of observabilityto estimate data that cannot be sensed directly from sensors on a carbecause of regulations or cost of direct sensors. The control theoryconcept of observability can be a mathematical software model of thevehicle. The observer model of the vehicle can be used to estimate theoptimal steering angle in a turn and/or a corner from GPS location data,wheel speeds, and/or accelerometer data with or without a gyro. Theobserver model of the vehicle can predict impending wheel lock up duringbraking (before the wheels actually lock) to allow the driver anopportunity to modulate braking forces for optimal performance. Theobserver model of the vehicle can also incorporate environmental datasuch as track maps, rain sensors, and/or temperature probes to adjustthe tactile cues for the current race conditions.

The tactile message can relate to a quality of the data beingcommunicated. For example, left rear wheel spin can appear on the leftside of the driver's back. A gear shift point (for a left hand drivevehicle) can rise along the driver's right side as the RPM approachesthe optimum shift point. Lap time gain or loss can appear on thedriver's back or front (respectively) at multiple points around thetrack. The tactile device 101 can communicate a spatial cue by changingthe physical location of the tactile message. The tactile device 101 cancommunicate different channels of data (similar to different tones orcolors) and/or magnitude or urgency by changing a frequency and/or rateof the tactile message.

A tactile vest or other tactile apparatus 101 can be worn by apassenger, such as a student, as a training tool. While a driver orinstructor is maneuvering a vehicle, the passenger can experience anaugmented sense of the vehicle movements and operating parameters asdescribed herein in response to the instructor's control inputs, whichcan be useful to demonstrate a technique the instructor is teaching. Asanother example, the passenger can be an engineer assessing thevehicle's movements based on the driver's control inputs. The engineercan use tactile messages as described herein to, for instance, fine tuneand/or customize the vehicle's responses to a driver's input or test aneffect on the vehicle's response based on a mechanical and/or electronicmodification to the vehicle. Further, the driver can use a tactileapparatus when reviewing data in a simulator or on a screen to aid inimprovement analysis as described for FIG. 2. The engineer can use atactile apparatus when reviewing data in a simulator or on a screen toaid in corrective engineering. Wearing a tactile apparatus whilereviewing data in the data logger can aid the driver in remembering thevehicle's response based on the driver's control inputs. Similarly,wearing a tactile apparatus can aid the engineer in understanding thevehicle's response based on the driver's control inputs and any vehiclemechanical and/or electronic modifications. A tactile vest or othertactile apparatus 101 can be worn by engineers and other team members(e.g., other team drivers) at a remote location (e.g., team garage) toreceive the same tactile messages wirelessly in real time as beingreceived by the driver of the car on the racetrack. Engineers and otherteam drivers receiving the same tactile message in real time can furtherhelp develop engineering solutions, such as during time criticaltesting, and also can allow the other team drivers to simultaneouslyexperience the behavior of the car to offer an informed alternativeopinion for performance improvement.

The auxiliary information can include pit crew information. Pit crewinformation includes information that optimizes pit stop efficiency andimproves pit stop safety with tactile apparatuses worn by pit crewmembers. A tactile message can communicate to individual pit crewmembers the status of the other pit members' functions such as when willthe vehicle's fuel tank be full in order to properly time changing ofthe tires to be ready at the same time. Correspondingly, a tactilemessage can communicate to individual pit crew members the status oftheir own functions such as fuel feed or tension on an air gun whentightening a wheel. For example, pit crew members can receive a gradientcue with varying intensity on their torso (abdomen, chest, and/or back)relating to a particular pit crew function such as the gradientincreasing as the fuel tank fills with fuel or as tension on an air gunincreases. A plurality of gradients on the torso can correspond to thedifferent pit crew functions being communicated in real time. A specificactivator 116 can be correlated with a particular pit crew function andactivated depending on the function being communicated to the pit crewmember. The pit crew members can receive tactile messages relating allpit function available or can toggle through the available tactilemessages with, for example, a switch attached to the tactile apparatus.A tactile message can also assist the car's controller to safely andefficiently release the car into a pit lane.

Yacht Racing Applications

A tactile apparatus 101 can be used to improve yacht racing performance.Yachts can include any boat or vessel for traveling on water, includingvessels ranging from a dinghy class through a large yacht used forevents such as America's Cup match races. The yacht can be a single ormulti-hulled vessel. The yacht can be propelled by wind, such as whensailing. The capture of wind energy can be by sail, wing sail, and/orwing. A tactile apparatus 101 can be used to improve performance,including provide cues related to what tasks are to performed, providecues related to adjustments of yacht control inputs, provide cuesrelated the order of tasks to be performed, warn of in an impendingevent, provide information related to the position of nearby yachts,provide information related to sailing conditions, act as a safety aid,and/or other suitable uses that can be conveyed via a tactile message.

The tactile apparatus 101 for a yacht racing can function substantiallythe same and have substantially the same components as described hereinfor motorsports. A tactile apparatus 101 can have substantially the samecontroller 110 and control schemes as described herein. The controller110 can have a memory 304. The memory 304 can have program code 306 thatthe controller 110 can draw upon as a database of for specific tactileoutputs based on the yacht-related information. The program code 306 canimplement the algorithms and program logic for performing the variousfunctions described herein, including the analyzing of yacht-relatedinformation and the generating of tactile messages to be conveyed via avest worn by a user. The tactile apparatus 101 can have a wired and/orwireless transceiver to receive information related to the yacht'soperation and sailing condition. Any one or more crewmembers on theyacht can wear a tactile vest (or other tactile device) that can includea wireless transceiver to, for example, receive messages over a wirelessnetwork and/or broadcast the vest's position. The tactile apparatus 101can have a user-interface for selecting when and what types of tactilemessages are to be delivered. The user-interface can allow for aselection of certain crewmember to receive a selection of certain typesof tactile messages.

In competitive sailing or yacht racing, a crew comprising crewmembers,such as a skipper and sailor(s), maneuvers the yacht to maximizeperformance given certain sailing conditions. Sailing conditions caninclude wind direction, wind strength, sea state (e.g., waves andswell), and/or tide (e.g., currents induced by the rise and fall of sealevel). The crew will maneuver the yacht to convert available windenergy into momentum in a desired direction. Control inputs to controlthe progress and direction of the yacht can include tiller/wheelposition, sail trim (e.g., outhaul, Cunningham, boom yang, sail sheetpositions), disposition of the yacht (e.g., amount of lean), and/orposition of the crew (e.g., weight distribution on the yacht). Once theyacht is moving in a desired direction, the crew can manipulate controlinputs to maximize the use of the available wind energy while minimizinglosses that can result from, for example, incorrect yacht and/or sailangle.

During competitive sailing or yacht racing, a sailor can be subjected toenvironmental elements and movement of the boat, which can make itdifficult to concentrate on data readers. Data readers can providesailing information such as performance indications of the yacht duringsailing. A tactile apparatus 101 can be used to convey to a sailormessages related to the data readers to help optimize yacht performanceas described herein.

A crewmember can be expected to perform or may be responsible formultiple tasks. In particular, a skipper and a tactician may have themost performance indicators received via tactile messages tocontinuously yacht performance. The controller 101 can be configured toallow a sailor to group the tactile cues into groups (or categories).For example, the sailor may choose to receive group(s) of informationvia tactile messages while continuing to monitor other group(s) ofinformation through data readers. In competitions with a limited numberof crewmembers (e.g., a racing team can consist of a single person onboard the yacht during competition), the sailor can alternate betweensingle or groups of tactile messages depending on the sailingconditions, yacht direction, yacht location on the course, etc.

The controller 101 can be configured to group sailors into groups. Forexample, a skipper and a tactician can be one group that receives mostor all of the tactile messages available to improve the performance ofthe yacht, such as, for example, warning of in an impending event, cuesregarding the order of tasks to be performed, information related to theposition of nearby yachts, and/or information related to sailingconditions. The skipper can choose to receive tactile messages relatedto direction of the yacht, yacht speed, lay line (most efficient pointto make a turn), and/or course/field out of bounds warnings. Othergroups of sailors can receive a specific group, category, and/or type ofinformation related to performance, such as, for example, cues regardingthe order of tasks to be performed. For example, the main trimmer canreceive tactile messages related to lean of the yacht. Yacht lean can beparticularly useful information in boat racing events such as America'sCup where the objective can be to have one hull of the yacht out of thewater, but not tip the yacht over.

The controller 110 can include a master switch that stops or suppressessome or all tactile messages. The master switch can be used to stop alltactile messages when the tactile messages could distract crewmembersfrom their tasks. For example, the yacht may end up in the positionwhere it will not make a turning point if the yacht operation iscontinued in an efficient matter. The crew may have a choice of puttingin an extra two tacks or to drive the boat at a sub optimal speed togain enough distance around the turning point without making extratacks. The momentum of the yacht may be sufficient that continuing in aless efficient direction, but avoiding extra tacks, may be a fastercourse path than the optimal direction. During this procedure (may beknown as “pinching”), tactile messages related to optimal operation ofthe yacht may be distracting and unnecessary since the crewmembers willbe consciously driving the yacht in a suboptimal manner.

The master switch can be used to have the controller 110 stop orsuppress some or all of the tactile messages. Some tactile messages thatthe crewmembers may continue to receive even with the master switchactivated to suppress tactile message can include information related tosafety as described herein. The master switch can be manually activatedand/or deactivated. In some embodiments, the master switch can bemanually activated and automatically deactivate after the yacht passinga specific reference point or after a predetermined amount of time haselapsed. In some embodiments, the master switch can automaticallyactivate when the controller 110 determines that a procedure such as“pinching” is being performed.

The controller 110 can monitor sensors that may already exist on theyacht. The data readers displaying information from sensors can includesailing information, such as, for example, yacht speed, yacht direction,yacht location, disposition of the yacht, tiller/wheel position, and/orsail trim. Sail trim can include, for example, sail position of theouthaul, Cunningham, boom yang, and/or sail sheet position. Dispositionof the yacht can include, for example, lean of the yacht. In operation,the captain will set a course and the crew will then aim to maximize theyacht speed by adjusting the trim of the sails. For a given wind speedand direction with a particular yacht heading (direction of progress),the controller 101 can generate a tactile message to convey an idealsail trim for a particular tiller position. The controller 101 can altera tactile message related to ideal sail trim based on the sea state. Thecontroller 101 can adjust the tactile message to be delivered based onparameter inputs related to yacht design. For example, yacht designs maymake trade-offs such as designing the yacht to be faster in a particularsailing direction. A yacht can be designed to be faster downwind thanupwind. As another example, a yacht design may dictate how closely tothe wind line the yacht can sail upwind.

The controller 110 can monitor the progress of the tasks of eachcrewmember through the yacht sensor data indicating the current settings(e.g., tiller, sail trim). If a crewmember omits a step in the processand/or fails to complete the process to optimize the performance of theyacht as described herein, the controller 110 can generate a tactilemessage as a reminder to the crewmember to complete the step in theprocess in real time before the crewmember moves onto the next stepand/or to complete the task in progress before proceeding to the nexttask (e.g., next duty to be performed by the crewmember).

The tactile apparatus can be used to silently communicate to the entirecrew a change in sailing strategy. In competitions where the yachts arein close quarters and commands from the skipper can be overheard by acompeting team, the skipper can use the tactile apparatus to command thecontroller 110 to generate a tactile message that silently indicateseither a series of commands or a change in strategy to all crewmembersor a selector group(s) of crewmembers.

Examples of Yacht Racing Applications—Helmsman Messages

Similar to applications to motorsport racing, a tactile apparatus can beused to optimize the performance of a yacht's crew during training,racing, or other competitions. All or some of the crewmembers can wear atactile apparatus 101. The tactile apparatus 101 can replace orsupplement the base instrumentation that may be installed on the yacht.Base instrumentation may provide information about yacht speed, yachtdirection, yacht location, disposition of the yacht, tiller/wheelposition, sail trim, wind speed, wind direction, etc. The baseinformation can be displayed on data readers. In the event that datareaders on the yacht fail, the tactile apparatus 101 can replace orsupplement the data readers to help ensure optimal performance of theyacht even during yacht equipment malfunction. The tactile apparatus 101can also serve as a warning device when base instrumentation or otherequipment on the yacht fails. For example, the skipper can be alertedwhen any base instrumentation has malfunctioned such as, for example,when a base instrument stops outputting a signal.

The controller 110 can monitor sensor data such as, for example, winddirection, wind strength, location of course markers (e.g., buoys),current position of the yacht. The controller 110 can monitor sea state,tide, and rig selection (numbers 1, 2, 3, etc.). The controller 110 candetermine an optimal heading or optimal plan of progress for the yachtbased on the monitored data and communicate the optimal heading to ahelmsman wearing the tactile apparatus 101, including, for example, atactile vest. The controller 110 can generate a tactile messageconveying to the helmsman when there is an opportunity, for example, totake advantage of a temporary or permanent change in sailing conditions.The change in sailing conditions can be change in wind speed and/ordirection. The tactile apparatus 101 can help a helmsman realize thechange in sailing conditions in real time. The controller 110, usingobserver algorithms as described herein, can collect data when the sailtrim and/or yacht direction was optimum in the past. The collected datacan be stored in memory 304. Using the collected data for optimum sailtrim and/or yacht direction, the controller 110 can determine thetheoretically optimum sail trim and/or yacht direction based on thesailing conditions. The helmsman can initially set sail trim and/oryacht direction using base instrumentation (e.g., data readers) andreceive tactile messages that help fine tune or make final adjustmentsto the sail trim and/or tiller/wheel position. For example, the helmsmanmay feel a gradient cue with varying intensity on his/her abdomen and/orchest relating to the front sail trim—the further away the sail trim isaway from optimum, the larger the gradient and/or intensity. Inaddition, the helmsman may feel a vertical gradient with varyingintensity on his/her back relating yacht direction (related to thetiller/wheel position)—the further away the yacht direction is away fromoptimum, the larger the gradient and/or intensity.

As another example, the helmsman can receive a tactile message that canhelp further optimize yacht course. When the goal of the crew is to endup at a specific point faster, the controller 110 can determine if thetheoretical optimum sail trim and/or yacht direction can be changed tobetter suit the sailing conditions. The theoretical course linediscussed herein as theoretical optimum sail trim and/or yacht directioncan be the fastest approach to getting to a specific point. However, thecontroller 110 may determine that the theoretical optimum sail trimand/or yacht direction may not be the fastest approach to getting to aspecific point. For example, the controller 110 can determine that theyacht may gain more speed at a different sail trim and/or yachtdirection than the theoretical optimum sail trim and/or yacht direction.The controller 110 can generate a tactile message to the helmsman thatconveys a different sail trim and/or yacht direction from thetheoretical optimum sail trim and/or yacht direction along with thepotential performance improvement, such as increased speed. The tactilemessaging patterns related to sail trim and/or yacht course can be asdescribed herein. In some embodiments, the controller 110 can generate agradient cue on a different part of the vest conveying tactile messagesrelated to the difference between the theoretical optimum sail trimand/or yacht direction and the potentially faster sail trim and/or yachtdirection—the larger the difference, the larger the gradient and/orintensity of the tactile message.

The controller 110 can continuously monitor the yacht speed, and conveyin real time any change in yacht speed. The helmsman can makeadjustments to sail trim and/or yacht direction to either maximize speedgain or minimize speed loss. The real time effect of the adjustments onyacht speed can be conveyed to the helmsman via a tactile message. Forexample, the helmsman may feel a gradient cue on a predetermined part ofthe vest that changes in gradient and/or intensity as yacht speedchanges. The helmsman may feel a downwardly gradient cue with varyingintensity if adjustments decreased yacht speed. Conversely, the helmsmanmay feel an upwardly gradient cue with varying intensity if theadjustments increase yacht speed. The tactile message communicating theyacht speed and/or change in yacht speed can replace or supplement thebase instruments conveying yacht speed and/or change in yacht speed.

To further optimize yacht performance, the controller 110 can monitorthe performance of a nearby yacht, including position and change inposition of the nearby yacht. For example, the controller 110 canreceive information related to the position and change in position ofthe nearby yacht from yacht sensors and/or a global positioning system.The system can alter or re-prioritize tactile messages based on positionand change in position of the nearby yacht. For example, depending onthe position and change in position (trajectory) of the nearby yacht,the system may modify the tactile messages relating to tiller/wheelposition, sail trim, yacht direction, and/or the like.

The controller 110 can assess whether the nearby yacht performs betteror worse than the helmsman's yacht. For example, the controller 110 candetermine when the nearby yacht performs better or worse based on acomparison of one or more tacks performed by both the helmsman's yachtand the nearby yacht. The controller 110 can determine the cause of thedifferences in the one or more tack performances and generate anexception report that can be conveyed to the helmsman via a tactilemessage. For example, the controller 110 may determine that the settingof a sail sheet pulley on the deck is not optimized based on a timedifference of tack performances. The helmsman may send a message to acrewmember communicating any adjustments to be made to, for example, thesheet pulley. In some embodiments, the exception report can also beconveyed directly to a crewmember to adjust the setting of the sheetpulley. The crewmember may then either adjust the settings of the sheetpulley, or wait for further instructions from the helmsman to do so.When the crewmember simultaneously (with the helmsman) receives theexception report, the crewmember is given a forewarning to a possibleadjustment about to be commanded by the helmsman. The helmsman can thenmonitor the next tack to see if the adjustments improved yachtperformance (or tack performance) in comparison with the nearby yacht.

As another example, the helmsman may receive a tactile message thatconveys lay lines and/or course boundaries. A lay line can be the pointwhere a yacht should make a turn to optimize its progress to the nextspecific point (i.e., a buoy). The controller 110 can monitor theyacht's current position and convey to the helmsman when the lay line isapproaching or convey the point when the yacht reaches the lay line. Forexample, the helmsman may feel an increasing gradient cue with varyingintensity at a predetermined spot on the vest as the yacht approachescloser to a lay line and/or course boundary. As another example, thegradient cue may increase toward a tactile reference point on the vestas the yacht approaches closer to the lay line and/or course boundary.When the helmsman receives information regarding the lay line in realtime, the helmsman can more fully concentrate on optimally controllingthe yacht, such as turning (tacking) procedures, to help maintain yachtspeed. Receiving information regarding the lay line in real time canhelp the helmsman bring the yacht as close as possible to the lay line.

The controller 110 can generate a tactile message conveying when a yachtis approaching course boundary lines. Receiving information regardingthe course boundary lines in real time can help alert the helmsman whenthe yacht is approaching too close to a boundary line. Yachts may have asystem of lights to warn a helmsman when the yacht is approaching courseboundaries, but as discussed herein, a tactile apparatus 101 can eitherreplace or supplement any visual or auditory system provided on theyacht.

As another example, the rate of turning around a specific point (i.e., abuoy) may be optimized, similar to as discussed herein for motorsportracing regarding entry and exit speeds around a corner. The controller110 can monitor tiller/wheel position, sail trim, yacht direction,location of the yacht, location of the buoy, wind strength, winddirection, sea state, and/or sea tide to determine an optimum speedapproaching the buoy, coming around the buoy, and/or moving away fromthe buoy. For example, based on the sailing conditions, yachtperformance may be optimized by approaching the buoy at a slower speedsuch that that coming around buoy and/or moving away from the buoy maybe accomplished more efficiently such that the overall performance(speed) of the yacht is optimized. The controller 110 can generate atactile message conveying to the helmsman the optimum tiller setting toget around the buoy as quickly as possible. For example, the helmsmanmay feel a tactile gradient cue at a predetermined spot on the tactilevest that increases in gradient and/or intensity as the actual tillersetting is moved further away from the optimum tiller setting.

During some sailing competitions, the (least) distance between the yachtand the buoy may be regulated. Similar to lay line and/or courseboundary tactile messages, the controller 110 can generate a tactilemessage conveying to helmsman when the yacht is too close and/orapproaching too close to the buoy. The controller 110 can monitortiller/wheel position, sail trim, yacht direction, location of theyacht, location of the buoy, wind strength, wind direction, sea state,and/or sea tide to determine an optimum entry and exit path around thebuoy as discussed herein. For example, based on sailing conditions,variables being monitored by the controller 110, and/or the regulateddistance between the yacht and buoy, an optimum entry line may initiallyplace the yacht further away from the buoy than the regulated distancesuch that the yacht may turn at a slower rate and maintain more speed(overall momentum) coming around the buoy. The controller 110 cangenerate a tactile message communicating to the helmsman deviation ofthe yacht path from the optimum entry and exit line as described herein.As another example, if the sailing conditions are light (i.e., slow windspeed), the helmsman may desire to keep the yacht balanced (moreupright). An upright yacht can be more easily controlled by subtlechanges to the control inputs. More subtle changes in control inputs canresult in smoother changes in yacht progress that can help maintainyacht speed.

As another example, the controller 110 can monitor the location of thecrewmembers on the boat. For example, each crewmember vest may include aposition locator circuit which monitors and broadcasts the vest'sposition relative to a stationary beacon mounted on the yacht. When acrewmember is overboard, the controller 110 can convey a tactile messageindicating to the other crewmembers or select group of crewmembers thata crewmember is overboard. The controller 110 can determine optimumyacht performance as described herein to change course and pick up theoverboard crewmember. In some boat racing competitions, a yacht team maycontinue without picking up an overboard crewmember in exchange fortaking a penalty. The controller 110 can determine based on sailingconditions an estimated loss in time to pick up the overboard crewmemberand communicate this information to the helmsman and/or skipper via atactile message. The helmsman may use this information to determine howoverall performance or standing in the race would be affected by eitherturning around to pick up the crewmember or continuing with the racewhile taking the penalty. In some embodiments, the controller 110 candetermine a predicted change in race standing based on either picking upor leaving behind the overboard crewmember and convey the prediction tothe helmsman via a tactile message.

The controller 110 can determine the desired location on the yacht ofeach crewmember based on sailing conditions and, for example, eachcrewmembers weight and/or duties to be performed. For example, duringyacht lean, it may be desirable for some or all of the crewmembers to beat a particular location and/or side of the yacht to help preventfurther lean. The controller 110 can generate a tactile message toconvey to each crewmember the desired position for the crewmember. Forexample, the controller 110 can generate a tactile cue at apredetermined spot on the vest corresponding to a particular location onthe yacht. The controller 110 may determine that some crewmembers willhave to remain mobile based on the crewmember's function and communicateto some crewmembers, but not others, an optimal location and/or side ofthe yacht to optimize yacht lean.

In some embodiments, each tactile vest may also serve as a life vest.For example, the tactile vest may include a sufficient quantity of anappropriate high buoyancy material to serve as a regulation-compliantlife vest, and/or may include one or more inflatable bladders.

Examples of Yacht Racing Applications—Trimmer Messages

A trimmer controls the trim of the sails. Similar to the tactilemessages received by the helmsman, the trimmer can receive tactilemessages generated by the controller 110 that communicate current sailtrim versus optimum sail trim. For example, the trimmer may feel anincreasing gradient cue with varying intensity at a predetermined spoton the vest—the larger the difference between the actual versus optimumsail trim, the larger the gradient and/or intensity. The optimum sailtrim tactile message can include information regarding theoreticaloptimum sail trim and a potentially faster yacht speed sail trim. Thecontroller 110 can monitor yacht lean and/or other yacht performancevariables to determine, for example, the likelihood of the yacht tippingand/or the likelihood of the windward hull dropping into the water andcommunicate to the trimmer via tactile message the likelihood. Forexample, a gradient cue with varying intensity at a predetermined spoton the vest that increases as the likelihood increases.

For a particular wind speed and direction with a particular yachtheading (direction of progress), there can be an optimum sail trim for aparticular tiller position. Under certain yacht and sailing conditions,a change in the tiller position can fail to change the direction of theyacht. This is known as “weather helm” and can happen when the trimmerfails to adjust the sail trim based on a wind gust. Thus, sail trim caninfluence the effectiveness of the tiller's ability to control theyacht. The controller 110 can monitor changes in wind speeds tocommunicate to the trimmer via tactile message when action is requiredto adjust the sail trim to help avoid “weather helm”.

In some multiwall yachts with wingsails, wings, and/or foils, thetrimmer can follow a sequence of base adjustments and then use a primecontrol input to make finer adjustments as required. The controller 110can communicate to the trimmer via a tactile message the optimal baseadjustment sequence and/or optimal prime control adjustments to achievedesired sail trim as described herein.

As another example, the controller 110 can monitor indicators on thesails that warn when the sails are not efficiently trimmed, resultingin, for example, luffing. Luffing indicators on the sails may not alwaysbe easily visible to the trimmer. The controller 110 can monitor theluffing indicators and determine optimal sail trim. The controller 110can communicate to the trimmer via a tactile message the optimal sailtrim as described herein. In some embodiments, the controller 110 cancommunicate via a tactile message luffing indicator information. Forexample, the trimmer may feel a gradient cue with varying intensity thatincreases in gradient and/or intensity as the luffing indicators sendsignals indicating a higher likelihood of luffing or actual luffingtaking place. The tactile message can be at a predetermined spot on thevest correlated to a particular sail of the yacht.

As another example, the controller 110 can monitor when the sail sheetsget caught in a wench. When the sail sheets are caught in a wench, thesail sheets cannot be readily adjusted. The controller 110 can determinewhen the sail sheets cannot be readily adjusted to communicate to thecrewmember via a tactile message in real time the possibility that asail sheet is caught. For example, a particular tactor may activate thatis correlated to a particular wench, communicating to the trimmer tocheck the wench. Early detection by the crewmembers of a problem such ascaught sheets can help increase the ability to quickly and easily fixthe problem.

Other Sports or Applications

A tactile apparatus 101 can be used in Freestyle Moto X and otherextreme sports that could benefit from an augmented sense of feel of thecontrol inputs and resulting reactions based on those control inputs. Atactile apparatus 101 can deliver a tactile message about spatialinformation through a global positioning system, gyro, and/oraccelerometer that can be built into the tactile apparatus 101 andmonitored by the controller 110. For example, in Freestyle Moto X, atactile message can augment a driver's sense of location in relation toa landing point to safely maximize performance. The tactile message canbe a gradient cue with varying intensity on the driver's torso (abdomen,chest, and/or back) relating to a driver's orientation relative to theground. The gradient can increase, decrease, or change in intensity asthe driver rotates, twists, and/or spins through a trick. The positiontactile message can either be a constant tactile cue, or communicated atcertain time intervals or reference points during the trick. The tactileapparatus 101 can utilize reference points and location of the driver tocommunicate to the driver if the driver has over or under rotated,twisted, and/or spun relative to a predetermined driver position at aparticular reference point. The tactile message can increase, decrease,or change in intensity based on any over or under rotation, twisting,and/or spinning. The tactile message can either be a constant tactilecue, or communicated at certain time intervals or reference points whenany over or under rotation, twisting, and/or spinning is detected.

As another example, a tactile message can communicate if speed of thevehicle is above or below a certain threshold needed to perform aparticular maneuver. The tactile message can be a gradient cue withvarying intensity that decreases in level or intensity or ceasesaltogether when the speed is between a minimum and maximum thresholdneeded for a particular maneuver. The tactile message can also increasein level and/or intensity to a certain point at which the driver knowsthat the speed is optimum to perform a particular maneuver. The tactilemessage can be activation of a particular activator 116 at which pointalerting the driver that optimum speed is being achieved.

A tactile apparatus can be used in speed performance sports withoutvehicles such as downhill skiing. A tactile apparatus can be utilizedwith a global positioning system to communicate a tactile message abouttime gain or loss from reference laps, time gain or loss from referencepoints on a racecourse. The auxiliary information monitored by thecontroller 110 can include momentum and speed. A tactile message cancommunicate in real time to a user the effects of, for example, adownhill ski technique on the momentum and/or speed. A slow entry to agate that results in greater exit speed over a longer distance would beimmediately reinforced to a user through a tactile message such as agradient cue with varying intensity on their torso (abdomen, chest,and/or back) relating to the real time momentum and/or speed—the greaterthe momentum and/or speed, the greater the gradient and/or intensity. Atactile message can also communicate threshold information, such as anactivator 116 associated with momentum and/or speed is above a certainthreshold, letting the athlete know that optimum speed was or is beingachieved. The immediate feedback can allow an athlete to identify asuperior technique as soon as it is used

A tactile message can communicate if speed of the athlete is above orbelow a certain threshold needed to perform a particular maneuver. Thetactile message can be a gradient cue with varying intensity thatdecreases in level or intensity or ceases altogether when the speed isbetween a minimum and maximum threshold needed for a particularmaneuver. The tactile message can also increase in level and/orintensity to a certain point at which the athlete knows that the speedis optimum to perform a particular maneuver. The tactile message can beactivation of a particular activator 116 at which point alerting theathlete that optimum speed is being achieved.

In other embodiments, a tactile apparatus can be utilized in non-motorvehicles such as locomotives to communicate a tactile message aboutreference points, power use, fuel consumption, wheel speed as determinedby wheel rotation, wheel spin relative to other wheels, wheel slip,revolution per minute of the engine, brake line pressure, transitionalinput ramps, vehicle weight distribution, and vehicle momentum asdescribed herein. As an example, a tactile system may receive locomotivelocation data that is monitored by a controller 110. Based on thelocomotive location, a locomotive operator can be reminded by a tactilemessage to sound a locomotive horn at various positions on the track,such as at grade crossings. A tactile message can be activation of aparticular activator 116 correlated with the locomotive horn, lettingthe operator know it is time to sound the horn. The activator 116 canalso remain activated for the duration of needing to sound the horn.Alternatively, the activator 116 may vibrate again when it is time todeactivate the horn after the first vibration letting the operator knowwhen to activate the horn.

The tactile system can also use reference point data monitored by thecontroller 110 to communicate to the operator if the train is travelingat an optimum speed based on an approaching corner. For example, theoperator can receive a gradient cue with varying intensity on theirtorso (abdomen, chest, and/or back) which increases in level orintensity based on how much the speed of the locomotive is outside anoptimum range for a particular approaching corner. If the speed is toohigh, the tactile message may increase in gradient level and/orintensity moving up the operator's torso (abdomen to chest). If thespeed is too low, the tactile message may increase in gradient leveland/or intensity moving down the operator's torso (chest to abdomen).

TERMINOLOGY

Conditional language used herein, such as, among others, “can,” “might,”“may,” “e.g.,” and the like, unless specifically stated otherwise, orotherwise understood within the context as used, is generally intendedto convey that certain embodiments include, while other embodiments donot include, certain features, elements and/or states. Thus, suchconditional language is not generally intended to imply that features,elements and/or states are in any way required for one or moreembodiments or that one or more embodiments necessarily include logicfor deciding, with or without author input or prompting, whether thesefeatures, elements and/or states are included or are to be performed inany particular embodiment.

Depending on the embodiment, certain acts, events, or functions of anyof the algorithms described herein can be performed in a differentsequence, can be added, merged, or left out altogether (e.g., not alldescribed acts or events are necessary for the practice of thealgorithms). Moreover, in certain embodiments, acts or events can beperformed concurrently, e.g., through multi-threaded processing,interrupt processing, or multiple processors or processor cores or onother parallel architectures, rather than sequentially.

Although these inventions have been disclosed in the context of certainpreferred embodiments and examples, it will be understood by thoseskilled in the art that the present inventions extend beyond thespecifically disclosed embodiments to other alternative embodimentsand/or uses of the inventions and obvious modifications and equivalentsthereof. In addition, while several variations of the inventions havebeen shown and described in detail, other modifications, which arewithin the scope of these inventions, will be readily apparent to thoseof skill in the art based upon this disclosure. It is also contemplatedthat various combination or sub-combinations of the specific featuresand aspects of the embodiments may be made and still fall within thescope of the inventions. It should be understood that various featuresand aspects of the disclosed embodiments can be combined with orsubstituted for one another in order to form varying modes of thedisclosed inventions. Thus, it is intended that the scope of at leastsome of the present inventions herein disclosed should not be limited bythe particular disclosed embodiments described above.

1-20. (canceled)
 21. A system for improving racecar driver performance,the system comprising: a vest that is adapted to be worn by a driver ofa racecar, said vest including a plurality of tactile devices capable ofcommunicating tactile signals to the driver; and a controller thatcontrols the tactile devices to communicate performance-relatedinformation to the driver substantially in real time during movement ofthe racecar, said controller configured to receive vehicle information,including vehicle information collected by vehicle sensors of theracecar, and configured to use the vehicle information to select tactilemessages to convey to the driver, said tactile messages including astimulation pattern that notifies the driver of an optimum timing forperforming a driver action corresponding to controlling the racecar, thestimulation pattern communicated to the driver substantially in realtime.
 22. The system of claim 21, wherein the controller is furtherconfigured to: calculate said optimum time based at least partly on thevehicle information collected by the vehicle sensors; compare theoptimum time to an actual time of the driver-performed action; anddetermine whether to output the tactile stimulation pattern based on aresult of the comparison.
 23. The system of claim 21, wherein thecontroller is configured to determine the optimum time based at leastpartly on comparing a vehicle location to a predetermined location on aracetrack.
 24. The system of claim 21, wherein the optimum timingcorresponds to a maximum of at least one of acceleration, deceleration,or cornering for the racecar.
 25. The system of claim 24, wherein themaximum of at least one of acceleration, deceleration, or cornering forthe racecar is based at least partly on a reference location on aracetrack.
 26. The system of claim 21, further comprising a userinterface for selecting a type of tactile messages conveyed to thedriver.
 27. The system of claim 21, wherein the controller is configuredto adaptively modify a selection of tactile messages conveyed to thedriver based on performance data collected by the controller.
 28. Thesystem of claim 21, wherein the controller is configured to prioritizemessages for tactile delivery to the driver based at least partly onmessage type.
 29. The system of claim 21, wherein the driver-performedaction is at least one of a braking action, a vehicle accelerationaction, a gear shift action, or a steering action.
 30. The system ofclaim 21, further comprising an other vest adapted to be worn by aperson, said other vest including a plurality of tactile devices capableof communicating tactile signals to the person, wherein the controlleris further configured to select tactile messages to convey to theperson, said tactile messages including the stimulation pattern thatnotifies the person of the optimum timing for performing the driveraction corresponding to controlling the racecar, the stimulation patterncommunicated to the person substantially in real time as the drivercontrols the racecar.
 31. The system of claim 21, wherein the optimumtiming for performing the driver action is based at least partly on atleast one of a position or a change in position of a nearby racecar, andwherein the controller is further configured to receive informationrelated to the nearby racecar based at least partly on data receivedfrom the vehicle sensors, the vehicle sensors configured to detect theposition and the change in position of the nearby racecar substantiallyin real time during movement of the racecar, based at least partly ondata received from a Global Positioning System (GPS) configured to trackthe position and the change in position of the nearby racecar, or basedat least partly on both data from the vehicle sensors and data from theGPS.
 32. A method for improving racecar driver performance, the methodcomprising: detecting a driver-initiated event performed during drivingof a racecar, said detecting performed by a computing device thatmonitors real time vehicle information associated with the racecar;determining an optimum timing of the driver-initiated event based atleast partly on collected sensor data; comparing actual timing of thedriver-initiated event to the optimum timing; and applying to thedriver, via at least one tactile stimulation device, a tactile signalthat is dependent upon a result of the comparison, said tactile signalapplied to the driver substantially in real time.
 33. The method ofclaim 32, wherein applying the tactile signal comprises activating aplurality of tactile stimulation devices of a driver-worn vest.
 34. Themethod of claim 32, further comprising selecting a tactile stimulationpattern for said tactile signal based on the result of the comparison.35. The method of claim 32, wherein the optimum timing corresponds to amaximum of at least one of acceleration, deceleration, or cornering forthe racecar.
 36. The method of claim 35, wherein the maximum of at leastone of acceleration, deceleration, or cornering for the racecar is basedat least partly on a reference location on a racetrack.
 37. The methodof claim 32, wherein the driver-initiated event is at least one of abraking event, an acceleration event, a shifting event, or a steeringevent.
 38. The method of claim 32, wherein the optimum timing forperforming the driver-initiated event is based at least partly on atleast one of a position or a change in position of a nearby racecarbased at least partly on data from vehicle sensors configured to detectthe position and the change in position of the nearby racecarsubstantially in real time during movement of the racecar, based atleast partly on data from a Global Positioning System (GPS) configuredto track the position and the change in position of the nearby racecar,or based at least partly on both data from the vehicle sensors and datafrom the GPS.
 39. A method for improving racecar driver performance, themethod comprising: detecting an actual wheel slip of a wheel of aracecar relative to a surface of travel of the racecar, said detectingperformed by a computing device that monitors real time vehicleinformation associated with the racecar; determining an optimum wheelslip of the wheel based at least partly on collected sensor data;comparing the actual wheel slip to the optimum wheel slip; and applyingto the driver, via least one tactile stimulation device, a tactilesignal that is dependent upon a result of the comparison of the actualwheel slip to the optimum wheel slip.
 40. The method of claim 39,further comprising determining a level of grip of the wheel against thesurface of travel based at least partly on the result of the comparisonof the actual wheel slip to the optimum wheel slip, wherein the tactilesignal communicates to the driver the determined level of grip.
 41. Themethod of claim 40, wherein the tactile signal is a gradient cue havingat least one of varying intensity or varying length corresponding to thedetermined level of grip.
 42. The method of claim 41, wherein thegradient cue is applied to the driver via at least two tactilestimulation devices.
 43. The method of claim 40, wherein the tactilesignal is a gradient cue having at least one of varying intensity orvarying length corresponding to the determined level of grip, andwherein the at least one of varying intensity or varying lengthincreases as the actual wheel slip approaches the optimum wheel slip.44. The method of claim 43, wherein the increase in the at least one ofvarying intensity or varying length of the gradient cue comprises ramps,the ramps communicating to the driver jolts of the racecar correspondingthe actual wheel slip changing away from the optimal wheel slip.
 45. Themethod of claim 40, wherein the determined level of grip is based atleast partly on a maximum of at least one of acceleration, deceleration,or cornering for the racecar.
 46. The method of claim 45, wherein themaximum of at least one of acceleration, deceleration, or cornering isbased at least partly on a predetermined reference location on aracetrack.
 47. The method of claim 39, further comprising comparing anactual wheel slip of a front wheel to an actual wheel slip of a rearwheel, wherein the optimum wheel slip is based at least partly on thecomparison of the actual wheel slip of the front wheel to the actualwheel slip of the rear wheel.
 48. The method of claim 39, wherein theoptimum wheel slip of the wheel is based at least partly on apredetermined reference location on a racetrack.
 49. The method of claim39, further comprising determining a remaining life of a tire of thewheel, wherein the optimum wheel slip of the wheel is based at leastpartly on the remaining life of the tire of the wheel.
 50. The method ofclaim 39, wherein said tactile signal is applied to the driversubstantially in real time.